Generation and Management of Mass Air Flow

ABSTRACT

Systems and methods for generating high velocity mass air flows are disclosed. High velocity mass air flow (air charging) devices are needed in a variety of research, industrial, commercial, and consumer applications. The exemplary systems and apparatus described incorporate an electric motor subassembly, an air effector subassembly, a highly intelligent apparatus controller subassembly (and interfaces), and linked sensors, connectors, and wiring. The exemplary method described includes the operational apparatus controller subassembly (e.g., elements, logic, and behavior) that controls the entire apparatus&#39; functions and interactions.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to Provisional Application Ser. No.60/887,424, entitled “Generation of High Velocity Mass Air Flows,” byKwong et al., filed Jan. 31, 2007, which is incorporated herein byreference in its entirety.

TECHNOLOGY FIELD

The present invention generally relates to the field of air flowgeneration. More particularly, the present invention relates to systemsand methods for generating and managing mass air flows, and subsetsthereof including high velocity, high pressure, high density, and thelike. This technology is particularly suited, but by no means limited,for application to hybrid vehicles, vehicles propelled by internalcombustion engines, stationary applications of internal combustionengines, and ancillary uses of such air flows.

BACKGROUND

Applications in research, industrial, commercial and consumerapplications for pressurized air flows are long standing and well known.Pneumatic systems, using generated or stored pressurized air, are wellknown and were common even in the early parts of the twentieth century.The availability of air pumps based on fan or blower technologies (suchas, for example, centrifugal, spiral, and axial flow air effectordevices) is widespread and common.

Air charging refers to the provision of air, or fluid handling like agas, for purposes both to pressurize an outflow air stream, and todepressurize an intake air source volume. In applications, this maysupport using a velocity mass air flow device to either fill, with apressure above the ambient, an outflow need, or to evacuate an intakeair source volume that may be a fixed or variable volume container.

In many extant approaches in the known art there are shortcomings andproblems with the performance of air charging devices where theresistance from existing structures, gas pressure, or resistive loaddegrades the ability of the air charging device to be serviceable.

Existing pressurized air flow applications have additional shortcomingsthat include (varying by the device being compared), for example:

1) Existing devices fail to provide a mass air flow sufficient tocomplete a task within the desired time window although the mass airflow over a much longer time period may be sufficient.

2) Existing devices fail to provide the necessary control feedback anduse measurements to limit possible damage from an uncontrolled velocityor mass air flow.

3) Existing devices fail to provide for operation without a substantialfixed installation that generates, or stores, high pressures that can betransformed into a high velocity mass air flow.

4) Existing devices place a high load on the equipment supplying power(e.g., combustion engine, electrical feed, gas pressure, etc.) on ahighly dynamic basis that causes unwanted side-effects in the system theapplication is supporting.

5) Existing devices place demands for space or physical configurationsthat cause additional costs and resource requirements beyond thatdesirable.

6) Existing devices fail to provide the flexibility to use high-velocitymass air flows, or slower less massive flows, to allow optimization ofpower expenditure, or for other purposes.

7) Existing devices fail to provide power management alternatives thatallow multiple operating uses to optimally use power available in anapplication environment.

8) Existing devices fail to provide full coverage to handle all of theaspects of the apparatus from the low level control of the electricalmotor to the connections to the entire application's apparatusstructure.

9) Existing devices do not have extensive safety provisions and featuresto protect the device, the platform on which it is operating, or thehuman users.

10) Existing devices are not easily integrated into an overall platformpower management and operating plan that allows flexible usage of theircapabilities while managing their impact on power expenditure,instantaneous demand, and overall power capacity.

Conventional devices and applications have sought with limited successto meet one or more of these applications requirements with a widevariety of power mechanisms, air effector configurations, and controlloops.

For example, conventional fan devices may generate a significant volumeof air, but generate an output pressure of less than 15% increase fromnormal conditions. Thus, a typical fan device is inadequate forapplications that require a combination of high air flow with higherpressure. The physical diameter and consequent physical guards requiredalso are disadvantages of conventional fan devices in even volumeapplications.

Also, a centrifugal air actuator may generate modest pressure, buttypically requires a very large diameter blower to generate a higherpressure output. Blowers for high volume operation may achieveconsiderable flow rates, at modest pressures, but range up to almost 60centimeters in diameter. The electrical power and motors necessary (orother power source) for large centrifugal blowers is also a largeconsideration when using centrifugal air actuators in high air flowapplications.

The efficiency of other air actuator devices (such as compressors in theform of scrolls or overlapped spirals) are not as high as that of thehigh volume mass air flow devices described in this application.Further, extant compressor applications tend to be specialized andconstrained.

To generate pressure, a fixed compressor and tankage system (such asfound in many industrial environments) may be used to provide highpressure, but the pneumatic infrastructure is substantial and thepossible faults and complexity of the control systems are substantial.

Thus, in view of the foregoing, there is a need for systems and methodsthat overcome the limitations and drawbacks of the prior art. Inparticular, there is a need for systems and methods capable of moving apressurized stream of air (air charging) at a high flow rate and thataddresses one or more of these limitations and drawbacks, and preferablyaddresses most of these limitations and drawbacks, and more preferablythe entire range of these shortcomings and provides superiorapplications performance in many situations. Embodiments of the presentinvention provide such solutions.

In a hydrogen fuel-cell vehicle, a recognized concern is the ability ofthe vehicle to operate in cold-weather/ambient conditions. TheDepartment of Energy has selected a series of goals for fuel-celldevelopments reaching through 2010. U.S. Pat. No. 6,727,013 B2, entitled“Fuel cell energy management system for cold environments,” issued toWilliam S. Wheat et al., discloses the use of a resistive heater to warmthe fuel cells. But this approach reduces usable capacity of the fuelcells. U.S. Pat. No. 6,797,421 B2, entitled “Fuel cell thermalmanagement system,” issued to Eric T. White, also discloses the use of aresistive heater to warm the fuel cells with a coolant process (with anunspecified cooling mechanism) to cool them. In U.S. Pat. No. 6,815,103,entitled “Start control device for fuel cell system,” issued to HiroyukiAbe et al., at FIG. 3, Label S01, a reference is made to the use of ahot air supply, but no mechanism or control structure for such amechanism is described. U.S. Pat. No. 6,616,424 B2, entitled “DriveSystem and Method for the Operation of a Fuel Cell System” issued toRaiser discloses the use of compressed air to assist in fuel celloperations, however a hot gas supply is not used.

In the body of U.S. Pat. No. 7,200,483 B1, entitled “Controller Modulefor Modular Supercharger System,” issued to Kavadeles, the superchargerdescribed and controlled is powered by a mechanical belt and pulleyarrangement (see, FIG. 1 elements 102, 136, 138, 142). Thus, theoperation of supercharger is dependent on the mechanical RPM of theengine and reduces the power available from engine at low RPM whentorque is needed for acceleration or other functions.

U.S. Pat. Nos. 6,141,965; 6,079,211, 5,867,987; 5,771,868 and 5,904,471disclose conventional approaches to pre-conditioning and directinginflows of air into a device using various pre-whirl strategies,diverters, and vanes; and outlet conditioning of outflows of air fordisposal or application. However, these references do not disclose orteach according the inlet and outlet condition of flows fullconsideration in the deployment and operation of the devices. None ofthese references teaches the capacity to actively incorporate activepre- and post-conditioning of the flows while managing the power andoperating characteristics of the electric motor subassembly. In U.S.Pat. Nos. 5,771,868 and 6,102,672, the control concepts extend to theincorporation of EGR (engine gas recirculation) and bypass air sources.But these references do not disclose or teach incorporation of activeinlet and outlet conditioning of flows while managing the power andoperating characteristics of the electric motor assembly. U.S. Pat. Nos.6,062,026 and 5,867,987 disclose using various sensors to assist the aircharging units during operations. However, the teachings of thesereferences do not support greater diversity of sensors, sensorinterconnection methods, methods of utilizing sensor and sensor-basedinformation (e.g., with direct data, or other apparatus and methodssubassemblies). U.S. Pat. Nos. 5,560,208 and Reissued 36,609 discloseair charging mechanisms with interconnections to the engine (such asElement 40 in FIG. 6). These references, however, do not discloseincorporation of engine controls, other vehicular subsystems,diagnostic, comfort/entertainment, communication, or human externalcontrols into the operation of a method and apparatus that closelyoperates with considerations of power modules, electric motorsubassembly management, and air flows' management. U.S. Pat. No.5,787,711 discloses the incorporation of multiple air moving devices ina co-axial relationship. The device of this reference does notincorporate connections to sensors and control logic to manage thethermal and operating needs of the device, nor does it teach availingthe apparatus of multiple sensor feeds, actively able to manage boththermal and power considerations, and the operating characteristics ofan electric motor subassembly. U.S. Pat. Nos. 6,029,452; 6,182,449; and6,205,787 disclose how various configurations of electric motorsubassemblies can be applied to the air charging needs of two and fourcylinder combustion engines (either diesel or gasoline powered). Butthese references do not teach providing a means to handle active powermanagement with the operating characteristics of the electric motorsubassembly.

SUMMARY

The following summary is a simplified summary of the invention in orderto provide a basic understanding of some of the aspects of theinvention. This summary is not intended to identify key or criticalelements of the invention or to define the scope of the invention.

Embodiments of the present invention are directed to unique andinnovative solutions to the limitations and problems described above inthe prior art while preserving many advantages for the consumer.Embodiments of the present invention are capable of moving a pressurizedstream of air (air charging) at a high flow rate. The application of ahigh velocity mass air flow effector and computing apparatus and methodscombine to accrue new benefits to applications/consumers by providingservices and performance not available with conventional air actuatorsystems and methods. Operating the device with different inlet andoutlet management, electric motor subassembly rotating and controlsettings also provides for air flows and beneficial effects.

Embodiments of the present invention may use and combine conventionalelements with unique and novel additions and improvements in order tosolve technological limitations, as discussed above, in conventionalsystems and methods. The air charging methods and systems are preferablycompatible with existing frameworks in technological, legal, regulatory,and cultural settings. The air charging methods and apparatus forgenerating a high velocity mass air flows may address one or more, ifnot all, of the limitations cited in prior art and others known topractitioners. The application of the device at other than high velocityflows may address other needs not met by extant devices.

The systems and methods for generation and management of high velocitymass air flows may be used by individuals and businesses in research,industry, commercial, and consumer applications for both applicationsrequiring high velocity mass air flow and for applications where space,power supply, and/or application system considerations provide benefitsto users. The alternative operating modes at other than high velocityflows expands the applications for a single, or product family, ofdevices.

The installation of a specific embodiment of the invention into usage isreferred to herein as an instantiation of the embodiment. Theinstantiation of an embodiment may use subsets of the completeembodiment's description in order to economize on a specific function(for an illustrative example, omitting active outlet management in somecases where an engine intake manifold already has said feature and thiswould be redundant and duplicative). The environment and situation ofthe usage of the embodiment is referred to as the “platform.” Specificcomponents of an embodiment are referred to “elements” or “components.”

One exemplary embodiment of the invention may include a power supplymodule, an electric motor with an air effector in combination with acomputer-based apparatus controller implementation employing computingequipment, software, and (optionally) a communications network.

Economies can be gained when applying more than one embodiment (possiblya plurality of embodiments on a single applications' platform) installedon the same platform. Shared control elements, shared power stores,shared maintenance spares, and shared control of dynamic behavior canyield results not otherwise found when multiple apparatus of otherdescriptions are applied. The capability of shedding demand oncombustion engine torque in high demand situations is well known(illustrated by shutting down an air condition compressor during periodsof high acceleration on a small engine, or variable power assistmechanisms). In analogous fashion, the use of shared control elements(connected logically or physically) can shed demand for power inembodiments of the invention in: high demand situations according tooperational optimizations defined in the profiles for the devices'operation, to meet the overall operational needs (power, air charging,comfort, and others) across an entire trip, or to operate the device tomeet specific high demands (such as meeting the needs for generatedpower in a high load condition for a hybrid). Physical locations formultiple devices on a single platform (illustrated by needs for multipleair charging or emissions control embodiments in an engine compartment,heating/ventilating embodiments for passenger compartment comfort,battery/fuel cell heating/ventilating, and heating/ventilatingembodiments for cargo/equipment compartments) may be in multiplediscrete areas, but the control elements of the embodiments may, or maynot, communicate or interact with a plurality of the other embodimentsinstantiated on the same platform through communications media or otherinteractions (illustrated below in the exemplary embodiments). Multipleembodiments present for a single application (such as multiple aircharging devices on a single combustion engine) may interact in aplurality of instantiations with the greatest benefits found whencontrol element, power management, power storage modules, or sensorconnections are combined with operating profiles as described more fullyin the detailed description of illustrative embodiments.

An exemplary embodiment for the support of applications of high velocitymass air flows include a system and apparatus that receives electricalpower, control signals (data flows), and an intake media (normally, butnot limited to, gases such as ambient air, inert gases, or other fluidswhere behavior is like an “air” or gaseous fluid flow). Electrical powerstored within the unit's power module may be sufficient for someapplications and limited operations, but certain applications mayutilize an electrical power supply at some point during a normaloperating cycle. Having a separate stored power capacity within theapparatus also enables capabilities for operational optimization andflexibility not available without this integrated feature. Controlsignals may be as limited as an on/off (e.g., switch originated) signal,or may be as complex as a communications network message that isinterpreted by the control apparatus as a stimulus to initiate one ormore operations. The control signals may flow over media as simple as anopen or closed circuit, or the control signals may flow over a complexcommunications network mediated by one or more specialized electroniccircuit apparatus and that may utilize linear, or non-linear,communications protocols to pass messages, sensor data, meta-data, andthe like that is interpreted by the control apparatus as stimulus toperform one or more operations (that may be pre-defined or dynamicallydetermined) to control the electric motor, control valves (optional),sensors (optional), and air effector.

According to another aspect of the invention, the power module,containing in the exemplary embodiments both a power management elementand a power storage element, may have the capability of controlling, orcooperating in, the optimal and flexible consumption of power, powercapacity, and power distribution for the entire platform where theembodiment is applied. Operating under the control of the ControlApparatus the Power Module Subassembly can conduct operations using aplurality of one or more power sources; the Power Module Subassembly candetermine, or be controlled, optimal uses (or conservation) of powersupply, power expenditure, or capacity (including recharge); and thePower Module Subassembly can act to provide safety features to theapparatus. Thus, in instantiations of the embodiment where multiplepower sources (grid power, alternator/generator, Power Storage Module,auxiliary platform batteries, hybrid primary electrical storage, orothers) are present the Power Module Subassembly can control, orcooperate in, the choice of power supply (source optimization), powerexpenditure (drain optimization), power capacity (overall platformcapacity and resource allocations such as recharging, recharge times,and priorities), and power distribution (source or drain optimizationbased on overall platform distribution and utilization).

The “air effector” referred to throughout this application may beconsidered as one embodiment of a fluid/media flow device that isrelated to a transport or movement that can be described byfluid-dynamics. Thus, the “air effector” may include devices otherwisedescribed with terms such as “wheels,” “impellers,” “propellers,”“discs,” “bladed assembly,” “fan,” “flow director,” “mover,” and thelike. Preferred embodiments of the invention may use a close physicalproximity between the electrical motor and the effector subassembly.This may also be the case with alternate embodiments described, butpractitioners will note that a larger physical distance (coupledmechanically, pneumatically, magnetically, or in other fashion)accomplishes identical functions within exemplary method and controlapparatus configurations of the invention. Embodiments of the inventionmay use other air effectors to optimize for other application designcriteria (such as acoustic signature, component materials, ease of fieldmaintenance, flow characteristics, etc.).

In like manner, the presence of sensors (such as, for example, in theintake, outflow, air effector housing, motor housing, or other positionson the equipment; sensors may also be placed environmentally or fedremotely to the control apparatus for safety, feedback, control,performance measurement, comparison, testing, device self-assessment, orprocess control purposes) may be optional in some applications, but mostapplications are envisioned to incorporate some sensor capabilities intothe control apparatus handling to assure proper operations, safety ofoperation (e.g., to people and other facilities and equipment), foroptimal operation, etc. Sensors in the preferred embodiments may includetemperature sensing, pressure sensing, and electrical measurements. Inalternative embodiments, a plurality of sensors measuring, for example,temperature, pressure, electrical, emissions, gas composition,vibration, acoustic signature, battery condition, fuel, historicalsensor information, engine conditions, etc. may be components of theinvention. Sensors providing control, monitoring, historical, andprofile information to the apparatus can be direct data feeds from anengine control module or fuel control module; a direct sensor feed froma sensing apparatus (such as a thermocouple, accelerometer, couplingvalue, or diaphragm pressure sensor); an indirect sensor access (such asa bus or network connected sensor); a surrogate sensor feed (derivedfrom relayed or preprocessed sensor data in another module); or inferredsensor data (produced by observations of other operating, environmental,or engine characteristics.

One exemplary embodiment of the present invention may include thefollowing major component elements.

An intake subassembly (element 1) that brings in the medium (normallyair as has been described) and passes it into an air effector (element2). The air effector increases the velocity (flow) and pressure, andtherefore the mass air volume (over time), from ambient conditions tothose desired in the application. This output is passed through anoutflow subassembly (element 3).

Additional elements, obvious to practitioners, include filtering forinflows and outflows of the device in order to effect protection of theembodiments of the invention and to protect the application applyingthese airflows. As a safety feature there may be sensors present toindicate the absence of these filters and thus limit the automaticoperation of an embodiment to safe conditions. Manual operation of theembodiments could include an override mode when the operation of theembodiment of the invention is less than optimal safety conditions arewarranted due to larger application safety concerns or optimization.

Intake (inlet) and outflow (outlet) subassemblies occur in mostembodiments of the invention to support optimization of airflow throughthe air effector subassembly. The plurality of components in the inletand outlet subassemblies is illustrated by instantiations includingdiverter valves, active swirl assemblies in the inlet, outlet directingvanes, active swirl assemblies in the outlet, and the appropriate valvessuch as iris, servo, or diaphragm types. Both active and passive valvescan be applied to inlet or outlet functions. Both powered and unpoweredvalves can be applied with solenoids or other powered mechanisms usedfor valve controls.

In another exemplary embodiment, the capability of an inlet control tomanage the pre-swirl on a dynamic basis can alter the functionaldelivery of a mass air flow to a very different set of efficiency bands.In an exemplary embodiment the capability of an outlet control to managethe pre-swirl on a dynamic basis for the outflow going into anothercomponent of a multi-stage embodiment (thus it becomes the pre-swirl ofthe next stage) can alter the functional delivery of the mass air flowof the next stage of an application.

As an illustration of just one function, active outlet controls can beused to manage waste-gate functionality when the devices are operatingat a higher level than needed instantaneously by the platformapplication. The control element may be responsible for the control ofthe outlet so that the embodied output of the air effector is used forthe optimal priority selection of the platform application whilemaintaining the availability of a high mass airflow level for output ona demand basis. In an alternate embodiment this control capability mightbe shared with application control mechanism such that the embodiment'scontrol element communicated with the application control mechanism toeffect the waste gate functionality.

A power supply module (element 4) may pass power to an electric motor(element 5) that drives the air effector (element 2). A controlapparatus (element 6) that may use control loops, logic anddecision-making capability, and communications with the externalapplication environment to determine the sequence of events, controlsthe power supply module (element 4), the electric motor (element 5), andpossibly controls element 1 and/or element 3 if those elements areimplemented as including controllable valves, cutoffs, diverters, orother flow management devices.

The inflow subassembly (element 1) may include a mechanical coupling andsupply of air to transport. The outflow subassembly (element 3) mayinclude a mechanical coupling and outlet for the air transported. Thepower module (element 4) may include a plurality of electrical storagedevices, a continuing electrical supply input, or other power source(such as, for example, pneumatic, chemical, thermal, etc.) that can beconverted to its output electrical power to be supplied.

The electric motor (element 5) may include a mechanical coupling be madelinking the rotary action of the electric motor into the mechanicalaction driving the air effector (element 2). The control apparatus(element 6) may include control data flows (such as, for example,on/off, open/close, etc.) to be established and effective between it andat minimum the electric motor (element 5). Additional data flows betweenthe control apparatus (element 6) and the intake and outflowsubassemblies (elements 1 and 3) may take the form of controls,feedback, sensor measurements, or sequencing. The control apparatus(element 6) may also receive, manage, control, integrate, and processdata flows to and from the sensors (element 7 through n, number notfixed), any external information (such as, for example, control,feedback, indirect sensor, safety, management, or meta-data such as ruleparameters or interpretive information), and may use some or all of theavailable data to control and manage the other elements of the apparatusand process as embodied (such as, for example, automated diagnostics,safety management, power management, flow management, reporting,metrics, controls for licensing, etc.).

The motors used in the exemplary embodiments of the invention may besensorless brushless direct current motors. The selection of thesemotors includes their advantages of high speed, efficient powerconsumption, and compatibility with operating environments. However, inalternate embodiments of the invention, a wide variety of motor typescan be used including sensored and sensorless motors, switchedreluctance, alternating current motors, brushedibrushless motors, andothers that meet the needs of a specific embodiment. The selection of amotor technology and its application in embodiments of the invention maybe supported by features in the control elements' use of profiles andfunctional isolation of the power and motor control sub-assemblieswithin the power elements and control elements. The selection, in analternate embodiment, of a sensor based direct current motor mayaccommodate an applications' requirement of very fine shaft controlsusing hall-effect or optical-encoded sensors.

The motor controls used in the exemplary embodiments may be capable ofstarting, stopping, running, and controlling the running of motors insmall increments. In an embodiment of the invention using direct currentmotors, the rotation of the motor may be controlled by the motorcontrols to the extent that discrete electrical timing pulses arehandled by the motor controls to cause the sequence of electrical eventsrotating the shaft of the motor. This level of motor control allows thecontrol element to support multiple speeds of rotation, different motorstartup and shutdown, different energy management settings in motoroperations, and different motor diagnostics. In exemplary embodiments,the power module supplying current to the motor subassembly may alsocontain a plurality of active (e.g., current limiters, electrical supplyconditioning and filters, and others) and passive (e.g., safetyinterlocks against incorrect wiring, keyed connectors, and others)safety features to protect the embodiments operation.

The sensor(s) (element 7), may be emplaced in, around, or alongside thephysical elements of the apparatus. The sensor element(s) may measurevarious parameters, such as for example: temperature, pressure,operations of the electric motor, the conditions of the power storagecomponent of the power module, element 4, the conditions of the controlapparatus (such as internal temperatures to provide for a thermalshutoff if needed), the conditions of the environment (intake externalambient temperatures and pressures), the possible conditions at theoutflow (temperatures, pressures, etc.), and the state of control valves(intake element 1, inside the air effector element 2 (if any), outflowelement 3), etc.

The physical packaging of different embodiments of the invention maytake different forms that may be dictated by the application. Thepreferred embodiment described, and the alternate embodiments, providefor a variety of exemplary physical packaging configurations.

In heating, ventilating, and/or air cooling applications, packagingadvantages not present in other air moving techniques may be found. Anexemplary embodiment may use a highly compact 70 mm ducted-fan assemblycontrolled and powered by the elements otherwise described to replace aseries of 200 mm blower assemblies. A separate alternate embodiment foran air exhaust application may apply the single 20 centimeter highvelocity air movement configuration to replace multiple 20 centimeterblower assemblies.

The computing apparatus that implements the control apparatus (element6) can be any of the configurations that support the set ofenvironmental software supporting the application. The communicationsconnections may include one or more linkages to the local applicationnetwork (such as marine, automotive, building management, appliancemanagement, local device network, point to point signaling, and thelike), Internet (wide area network), private virtual networks, directtelecommunications connections, using wired, wireless, or fiber-opticmedia. It will be appreciated to those practicing in the art that thevarious embodiments allow for considerable flexibility in theconfiguration and deployment of the control apparatus element. Theconnections to sensors or sensing data can occur through a similar widevariety of communications mediums and exchange protocols.

The embodiment support transformational or transmitting functions mayinclude a system and apparatus comprising a plurality of the controlapparatus operating environment as described for support of variousembodiments with additional capacity for storage (such as optical,magnetic, or solid state memory), systems capabilities (storagemanagement, system management, operational and usage management, etc.),and specific interface tasks (or processes) residing in one or morephysical (or virtual) operating environments residing in one or moresystems and communications networks. The rule-based application softwarecodes specific to embodiments of the invention may be invoked on thedemand, or schedule, of the operations required and may incorporatefunctionality to log, audit, and validate all conducted operations.

The embodiment support for functions supporting the system and apparatusmay maintain a complete data trail for purposes of reporting regulatorycompliance, auditing, marketing analytics, demographic analysis,performance/capacity management, warranty management, licensemanagement, customer service and the like. The system and apparatus maybe additions to the capacities to operate the invention's embodiments ina minimal application, or with additional capacity and capability in thedevice controller to support the processing, transformations,transmissions that additional software modules (including ReportWriters, performance and capacity analysis, log and audit trailanalytics, compliance checking, market analyzers, and added demographicand verification subsystems, among others). The support functions canalso be used to optimize customer experiences; provide customization ofoperating parameters, set points, and algorithms; and enforce compliancewith operating, regulatory, or user preferences.

As is evident to practitioners of the art, the embodiments of inventioncan also be combined with other air-charging mechanisms. Thecombinations or integration with other air charging mechanisms can occurin a wide variety of applications (illustrated, for example, by those inpropulsion, stationary, mobile generators, rotary power generation,industrial testing, controlled combustion, and others). The physicalinterconnections of inlets, outlets, and shared or unique plenums, leadto a wide variety of possible combinations. The logical operatingbehavior of sequential (one or more operate in a sequence with others),exclusive (solitary operation excluding others), combined (simultaneousoperations possibly at different operating behavior), shared(interdependent operations), staged (input of one possibly dependent onone or more others), or independent (operating without regard to others)also lead to a wide variety of possible combinations. The dynamiccontrol of multiple embodiments of an invention concurrently in the sameapplications platform (illustrated, for example, by the use of multiplehigh velocity mass air flow devices outputting to a single output plenumto increase the total flow available for an application), with theinstantiation of the invention using a plurality of elements(illustrated, for example, by multiple power storage modules, multiplesensors, multiple motors, or multiple inlet/outlet controls) is alsowithin the embodiments of the invention. The presence of additionalelements (illustrated, for example, by redundant control elements,redundant sensors, redundant interconnections, redundant power modules,or redundant motor/effector assemblies) for fault tolerance, highavailability, high capacity, or high capability instantiations is alsocontemplated in those instantiations of embodiments of the inventionwhere the application requires those qualities.

Additional features and advantages of the invention will be madeapparent from the following detailed description of illustrativeembodiments that proceeds with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing summary, as well as the following detailed description ofpreferred embodiments, is better understood when read in conjunctionwith the appended drawings. For the purpose of illustrating theinvention, there is shown in the drawings exemplary constructions of theinvention; however, the invention is not limited to the specific methodsand instrumentalities disclosed. Included in the drawing are thefollowing Figures:

FIG. 1 is a block diagram illustrating an overview of an exemplarysystem and major elements to provide generation of high velocity massair flows in accordance with the present invention;

FIG. 2 is a cutaway view showing an exemplary electric motor and aireffector;

FIG. 3 is a flowchart illustrating an exemplary process and logicalorganization to provide generation of high velocity mass air flows;

FIG. 4 is a partial cutaway view showing an exemplary apparatus forgenerating high velocity mass air flows;

FIG. 5 is a cutaway view showing another exemplary apparatus forgenerating high velocity mass air flows;

FIG. 6 is a block diagram illustrating an exemplary hybrid electricaland combustion engine having a mass air flow device;

FIG. 7 is an example of an embodiment of the invention on an internalcombustion engine platform including a hybrid engine and electricalpower drive;

FIG. 8 is an example of an embodiment of the invention on an internalcombustion engine platform including a combustion engine turbocharger;

FIG. 9 is an example of an embodiment of the invention acting as anair-charging device for an internal combustion engine platform;

FIG. 10 is an example of an embodiment of the invention including abypass valve subassembly;

FIG. 11 is a simplified drawing focusing on the functional placement ofelements of an embodiment in an air moving application;

FIG. 12 is an example of an embodiment of the invention as applied to aninternal combustion engine platform including dual superchargers;

FIG. 13 is an example of an embodiment of the invention as applied to aninternal combustion engine platform with a parallel installation of anembodiment of an air-charging effector and a turbocharger;

FIG. 14 is an example of an embodiment of the invention as applied to aninternal combustion engine platform with multistage supercharging;

FIG. 15 is an example of an embodiment of the invention as applied to aninternal combustion engine platform with parallel turbocharging;

FIG. 16 is an example of an embodiment of the invention as applied to aninternal combustion engine platform with secondary air injection intoengine gas recirculation;

FIG. 17 is an example of an embodiment of the invention as applied to aninternal combustion engine platform with secondary air injection intothe exhaust catalytic assembly;

FIG. 18 is an example of an exemplary embodiment of a power sourcemodule and power storage devices;

FIG. 19 is an example of an embodiment of the invention as applied tothe application of warming a hybrid vehicle battery compartment;

FIG. 20 is an example of an embodiment of the invention as applied tothe application of warming a vehicle's interior passenger, cargo, orelectronics compartments;

FIG. 21 is an example of an embodiment of the invention as applied tothe application of cooling a hybrid vehicle battery compartment;

FIG. 22 is an example of the embodiment of the invention as applied tothe application of cooling a vehicle's interior passenger, cargo, orelectronics compartments;

FIG. 23 is an example of an embodiment of the invention as applied tothe application of inflating or deflating a plenum of air;

FIG. 24 is an example of an embodiment of the invention applied to anairflow such as those found in a heating, ventilating, or airconditioning application;

FIG. 25 is an example where multiple embodiments are applied formultiple uses in a single platform exploitation of the invention'sdifferent capabilities;

FIG. 26 is an example of an embodiment where the instantiation of theapparatus and method is used to cool a space containing an internalcombustion engine;

FIG. 27 is an example of an embodiment where the instantiation of theapparatus and method is used to warm a space during adverse conditions;

FIGS. 28, 29, and 30 illustrate different hybrid, plug-in type hybrid,and pure type hybrid vehicle platforms;

FIG. 31 is an example view of exemplary apparatus for inlet controls;

FIG. 32 is an example view of exemplary apparatus for outlet controls;

FIG. 33 is a very simple exemplary connection of a sensor directly intothe Control element of the invention;

FIG. 34 is an illustrative example of the acquisition of a sensor valueinto the Control element of the invention;

FIG. 35 shows an illustrative example sensor, for pressure,communicating with the Control element via a sensor, or sensor data,multiplexor interface;

FIG. 36 shows an illustrative example sensor, for pressure,communicating with the Control element via a local application platformnetwork;

FIG. 37 shows an exemplary interconnection of the local platformapplication control units to the Control element;

FIG. 38 shows an exemplary interconnection of indirect controls to theControl element of the invention;

FIG. 39 shows an exemplary interconnection of indirect controls to theControl element of the invention;

FIG. 40 shows the addition of the electrical and communications methodsto access desired data via local network, or bus, monitoring;

FIG. 41 shows an exemplary interconnection from the identification ormetadata sources in the local application platform to the Controlelement;

FIG. 42 shows an exemplary interconnection from the diagnostic, archive,data logging, or other stored data values within the local applicationplatform;

FIG. 43 shows an exemplary interconnection of the User Profile data withthe Control element of the embodiment of the invention via acommunication media such as a network;

FIG. 44 shows an exemplary interconnection of User Profile data with theControl element of the embodiment of the invention directly into theunit;

FIG. 45 shows an exemplary interconnection of emissions sensor data withthe Control element of the embodiment of the invention via a networkinterface;

FIG. 46 is the interconnection of a predictive unit with the Controlelement of the embodiment of the invention via a network interface; and

FIG. 47 shows an exemplary interconnection of human input through a userinterface, and then via a plurality of communications media, protocols,and connections present; to the Control element of the embodiment of theinvention.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The present invention includes embodiments of systems and methods forthe generation of high velocity mass air flows, or designed air flows,for use in the combustion elements of a hybrid combustion-electricvehicle.

The present invention includes embodiments of systems and methods forthe generation of high velocity mass air flows, or designed air flows,for use in the combustion support elements of a hybridcombustion-electric vehicle.

The present invention also includes embodiments of systems and methodsfor the generation of high velocity mass air flows, or designed airflows, for use in the electrical elements of a hybridcombustion-electric vehicle for cooling applications.

The present invention also includes several exemplary embodiments ofsystems and methods for the generation of high velocity mass air flows,or designed air flows, for use in the electrical elements of a hybridcombustion-electric vehicle for heating applications.

Also, the present invention includes embodiments of systems and methodsfor the generation of high velocity mass air flows, or designed airflows, for use in the passenger elements of a hybrid combustion-electricvehicle for cooling applications.

In addition, the present invention includes embodiments of systems andmethods for the generation of high velocity mass air flows, or designedair flows, for use in the passenger elements of a hybridcombustion-electric vehicle for heating applications.

The present invention also includes embodiments of systems and methodsfor generation of high velocity mass air flows, or designed air flows,for use in the operation of an internal combustion-engine vehiclepropulsion operations.

The present invention may also includes embodiments of systems andmethods for generation of high velocity mass air flows, or designed airflows, for use in the operation of an internal combustion-engine used instationary operations.

Exemplary embodiments can be applied to vehicular propulsion, vehicularpower generation, stationary, and marine platforms where internalcombustion engines are used. Although there are variances in theplatform environments, platform controls, and operating patterns theusage of embodiments of the invention possess high levels ofcommonality. In propulsion, vehicular power generation, marinepropulsion, marine power generation, and stationary generator operationsthe internal combustion engines often require air charging. The presenceof air charging subsystems in these platforms, such as turbochargers,superchargers, compressed air subsystems, and the like, have directinstances where the embodiments of the application can be instantiated.The combinations and integration of the air charging features ofembodiments of the invention and the extant air charging equipment issimilar (by illustration multi-stage turbocharging, multi-stagesupercharging, parallel turbocharging, or secondary air injection). Theplatform controls may vary in specific implementation (for example, CANbus vehicular applications share many characteristics with NMEA marineapplications) but the operating requirements of the platform controlsremains highly similar (such as stationary Modbus or control-loop).Operating patterns are also highly similar in subtle, but important,ways when viewing power management and local power storage moduleelements of the embodiments of the invention. For vehicular powergeneration and stationary generator uses multiple managed power sourcesare common operating pattern requirements. In a vehicle the managedcapacity and power expenditure controls for the primary electricalstorage component has very high commonality of operating patterns with astationary generator coupled with an uninterruptible power supplyelectrical storage component. The commonality of applications platformrequirements lead to instantiations of the embodiments of the inventionthat are functionally the same even though the platform environmentsvary as to location. Although embodiments of the invention are discussedwith particular application to vehicular, stationary, marine, or otherplatforms it is obvious to practitioners that the embodiments can beapplied to other platforms without change of the novel and uniquefeatures of the invention from which the benefits derive.

Moreover, the present invention may include embodiments of systems andmethods for generation of high velocity mass air flows, or designed airflows, for use in the operation of emissions control functions used forinternal combustion engines. In these embodiments the invention isapplied to the supply of air, on a designed or demand basis, to theemissions control functions used for internal combustion engines. Theuses of air include the secondary air injection into an exhaust gasstream for cooling or pressurization prior to recirculation into theintake manifold or air intake of an internal combustion engine.Secondary air injection for purposes of continued reaction (or burning)of residual fuel in the exhaust stream (particularly of engines withoutsophisticated fuel management) can greatly assist in the reduction ofemissions of unburned fuel and the capture of additional thermal energyfor application (illustrated by embodiments used in multi-stagecombustion systems). An exemplary embodiment shown in FIG. 17 is the useof an embodiment of the invention, either on a dedicated or sharedbasis, to supply secondary air injection into the catalytic converterassembly for a plurality of requirements such as pre-heating,accelerating heating to an operating temperature, and supply ofadditional air into the assembly for optimal operating conditions.

The present invention also includes systems and methods for thegeneration of high velocity mass air flows. The systems and methods arecapable of moving a pressurized stream of air (i.e., air charging) at ahigh flow rate. For purposes of the described embodiments, the generaldesign point for the exemplary devices described are at about 1000 torr,and about 1,000,000 cc/min air flow. Exemplary devices may show a massair flow of about 28 gm/sec or more when running at full operationalpotential. Alternate embodiments with other air effectors (such as thoseused in an axial flow configuration) may operate a design point up to50,000,000 cc/min air flow and 100 torr.

In contrast to existing devices, such as centrifugal blowers, largediameter fans, or other air movement actuators, certain preferredembodiments may share a common set of form factors that generally fallwithin a roughly cylindrical package approximately 22 centimeters indiameter and 15 centimeters in length. Associated electrical powersubassemblies (including the secondary apparatus power storage devicesand power control), apparatus control electronics, and connections forsuch a unit may be packaged to fit an enclosure (that may be physicallyproximate and/or separated) approximately 15 centimeters in length, 10centimeters in width, and 7.5 centimeters in depth. Existing devices ofsimilar capabilities may require a cylindrical mechanical package ofapproximately 25 centimeters in diameter and 25 centimeters in length,accompanied by electrical components 32 centimeters in length, 26centimeters in width, and 15 centimeters in depth. If mechanical andelectrical components are packaged separately, they may be connected byone or more cables for power, sensor, and control transmission. Foralternate embodiments, an environmentally appropriate implementation ofelectrical, sensor, and control modules may be integrated into themechanical assembly design with minimal effect on the overall size ofthe mechanical assembly. Additional alternate embodiments forapplications requiring smaller mass air flows or pressures of airmovement, where applications, may be fulfilled by sub-optimal operation,may also vary in size and packaging (for example, such variance may bedue to the smaller needs of an air effector, smaller or largerinlet/outlet modules, or the presence of multiple copies of an element).Also, where alternate power or control provisioning applies, alternateembodiment may allow instantiations where both mechanical and electricalassemblies may be reduced in size by up to about 50%. Scaling for largerassemblies is also possible in alternate embodiments for differentdemands. In addition to the clear functionality and energy managementbenefits obtained by developing a new embodiment of the invention thepackaging of the invention saw a reduction of more than 80% of the sizeof the prior product family's controller and a reduction of more than80% of the new motor technologies are incorporated herein. For smalleraxial flow units not requiring collectors or volutes the reduction insize and packaging involved are more than 50%. For such units, actuatorsmay fall into a cylindrical form factor 12 centimeters in diameter and15 centimeters in length or smaller.

In some applications the ability to control and regulate the product ofa high air flow at a pressure may be more important than the need to runat peak efficiency. Exemplary embodiments of the invention may have theability to be applied even at sub-optimal efficiencies, or at much lowermechanical stress, to meet a specific application need (such as arequirement at specific parts of the operating range). Thus, theoperation of the units at sub-optimal levels may be one characteristicof the innovation that adds to its unique character. A specific use ofthis capability is to operate in a sub-optimal mode to develop atemperature variant air flow for applications.

Referring now to FIG. 1, there is illustrated an overview of anexemplary system 100 in accordance with the present invention. FIG. 1shows the major component elements that may comprise system 100,including intake subassembly 1, air effector subassembly 2, outflowsubassembly 3, power module subassembly 4, electric motor subassembly 5,control apparatus subassembly 6, and sensor(s) elements 7.

Intake subassembly 1 brings in a medium (normally air as has beendescribed) and passes the medium into the air effector 2. The aireffector 2 increases the velocity (flow) and pressure, and therefore themass air volume (over time), from ambient conditions to those desired inthe application. This output is passed through the outflow subassembly3.

The power supply module 4 passes power to the electric motor 5 thatdrives the air effector 2. Control apparatus 6 may, for example, includecontrol loops, logic and decision making capability, and communicationswith the external application environment to determine the sequence ofevents, control the power supply module 4, the electric motor 5, and maypossibly control the intake element 1 and/or outlet element 3 if, forexample, those elements are implemented as including controllablevalves, cutoffs, diverters, or other flow management devices.

The inflow subassembly 1 may include a mechanical coupling and supply ofair to transport. The outflow subassembly 3 may include a mechanicalcoupling and outlet for the air transported. The power module 4 mayinclude a plurality of electrical storage devices, a continuingelectrical supply input, or other power source (such as, for example,pneumatic, chemical, thermal, etc.) that can be converted to an outputelectrical power to be supplied.

The electric motor 5 may include a mechanical coupling linking therotary action of the electric motor into the mechanical action drivingthe air effector 2. The control apparatus 6 may include control dataflows (such as, for example, on/off, open/close, etc.) to be establishedand effective between the control apparatus 6 and the electric motor 5.Additional data flows between the control apparatus 6 and the intake andoutflow subassemblies (elements 1 and 3) may take the form of controls,feedback, sensor measurements, or sequencing. The control apparatus 6may also receive, manage, control, integrate, and process data flows toand from the sensors (element 7 through n, number not fixed), anyexternal information (such as, for example, control, feedback, indirectsensor, safety, management, or meta-data such as rule parameters orinterpretive information), and may use some or all of the available datato control and manage the other elements of the apparatus and process asembodied (such as, for example, automated diagnostics, safetymanagement, power management, flow management, reporting, metrics,controls for licensing, etc.).

The sensor(s) 7 may be emplaced in, around, or alongside the physicalelements of the apparatus. The sensor element(s) may measure variousparameters, such as for example: temperature, pressure, operations ofthe electric motor, the conditions of the power storage component of thepower module, element 4, the conditions of the control apparatus (suchas internal temperatures to provide for a thermal shutoff if needed),the conditions of the environment (intake external ambient temperaturesand pressures), the possible conditions at the outflow (temperatures,pressures, etc.), and the state of control valves (intake element 1,inside the air effector element 2 (if any), outflow element 3), etc.

The physical packaging of different embodiments of the invention maytake different forms that may be dictated by the application. Thepreferred embodiment described, and the alternate embodiments, providefor a variety of exemplary physical packaging configurations.

The computing apparatus that implements the control apparatus 6 can beany of the configurations that support the set of environmental softwaresupporting the application. The communications connections may includeone or more linkages to the local application network (such as marine,automotive, building management, appliance management, local devicenetwork, point to point signaling, and the like), Internet (wide areanetwork), private virtual networks, direct telecommunicationsconnections, using wired, wireless, or fiber-optic media. It will beappreciated to those practicing in the art that the various embodimentsallow for considerable flexibility in the configuration and deploymentof the control apparatus element. The connections to sensors or sensingdata can occur through a similar wide variety of communications mediumsand exchange protocols.

An embodiment supporting transformational or transmitting functions mayinclude a system and apparatus comprising a plurality of the controlapparatus operating environment as described for support of theinvention embodiments with additional capacity for storage (such asoptical, magnetic, or solid state memory), systems capabilities (storagemanagement, system management, operational and usage management, etc.),and specific interface tasks (or processes) residing in one or morephysical (or virtual) operating environments residing in one or moresystems and communications networks. The rule-based application softwarecodes specific to the invention may be invoked on the demand, orschedule, of the operations required and may incorporate functionalityto log, audit, and validate all conducted operations.

The embodiment support for required functions supporting the system andapparatus may maintain a complete data trail for purposes of reportingregulatory compliance, auditing, marketing analytics, demographicanalysis, performance/capacity management, warranty management, licensemanagement, and customer service. The system and apparatus may beadditions to the capacities to operate the invention's embodiments in aminimal application, or with additional capacity and capability in thedevice controller to support the processing, transformations,transmissions that additional software modules (including ReportWriters, performance and capacity analysis, log and audit trailanalytics, compliance checking, market analyzers, and added demographicand verification subsystems, among others) provide these functions insupport of the invention. The support functions can also be used tooptimize customer experiences; provide customization of operatingparameters, set-points, and algorithms; and enforce compliance withoperating, regulatory, or user preferences.

FIG. 2 illustrates further details of an exemplary system and depicts across-sectional view of system 100 showing elements and relatedsub-elements. As shown in FIG. 2, an electric motor 5 and air effector 2may be housed in a housing 245. Intake subassembly 1 may include an airintake 200. Air effector subassembly 2 may include an air effector 250.Outflow subassembly 3 may include an air outlet 280. Electric motorsubassembly 5 may include an electric motor 240. As shown, the electricmotor and air effector subassembly housing 245 holds both the electricmotor 240 and the air effector 250. The power and control cable 300connects to an external control apparatus (not shown) and power modulesubassembly (not shown). The additional mechanical attachments for therotational shaft linking the electric motor 240 and air effector 250 mayinclude support and bearing subassembly 310. The illustrated embodimenthas the advantages of a very compact form factor packaging, cooling airdrawn across the electrical motor and control apparatus assembly, andability to integrate sensors into a compact design as required. FIG. 2shows one possible configuration of the power module subassembly 4 andelectric motor subassembly 5.

FIG. 3 provides a flowchart of an exemplary logical organization andflow of data during operation of the system 100. The major componentelements shown in the overview of FIG. 1 are shown in FIG. 3 withassociated data flows to illustrate both the relationships and dataflows on a more dynamic representational basis.

In operation, a flow of air, or other fluid flow, through the unit, asdescribed in a simplified fashion through the intake subassembly, aireffector subassembly, and outlet subassembly, component elements 1, 2,and 3 (see FIG. 1). The flow of air follows the path depicted in FIG. 3from an air intake 100, and then successively through a control valvesubassembly (intake) 200, past a sensor subassembly (intake) 300, pastan air charging motor subassembly 400 (optionally, this may not bepresent in all embodiments), the air charging effector subassembly 500,past a sensor subassembly (outflow) 600, and then through a controlvalve subassembly (outflow) 700 before exiting the apparatus 100 throughthe air outflow 800.

In several embodiments, the complexity and presence of the sensorsubassembly (intake) 300 and sensor subassembly (outflow) 600 willdepend on the needs of the application and the types of data that needto be collected for the apparatus controller subassembly's 900 handling.In similar fashion the need for actuators, controlled from the apparatuscontroller subassembly 900, may vary in the control valve subassembly(intake) 200 and control valve subassembly (outflow) 700. In someembodiments, actuators in these units 200, 700 may need to divertairflows, change which of the application choices for inflows oroutflows is selected, or assure the safe operation of the unit. As onesimple example, the closure of these valves may be effected simply toreduce, or eliminate, continued exposure to marine (salt) conditionswhen the unit is not used on a frequent basis. In similar fashion thecontrol valve subassembly 200 could allow for selection of tanked,pressurized, or pre-cleaned gas flows (such as for material handlinghoods) instead of ambient air. In similar fashion the control valvesubassembly 700 could select an outflow direction that varies dependingon whether the airflow was used to purge a chamber of gas or simply exita waste gate. In a very simple embodiment application the air intake 100and control valve subassembly in combination can be combined to selectfor an application choice to inflate or deflate a variable chamber of agas or air (with coordination of the control valve subassembly 700 andair outflow 800). Along with connections to the source and destinationsof flow that may be appreciated to practitioners the invention iscapable of providing for high velocity air charge for a variety ofapplications.

The various data flows communicating control, sensor data, feedback,management information, component configuration, component operatingstate information, error conditions, warning conditions, and otherinformation may be shown with the logical directions of exemplary dataflows for embodiments of the invention (shown in FIG. 3, for example,with primary respect to the apparatus controller subassembly 900). Theembodiments of the invention provide for many different sensorconnections and the ability of the apparatus controller subassembly 900to access, communicate, manage, or interact in a variety of fashions(see e.g., FIGS. 33 through 47). As may be appreciated to practitioners,the low-level communications mechanisms are in many, if not most, casesbidirectional in a communications sequence of events dictated by acommunications protocol. Examples of these communications' contentinclude:

1) sensors may include presets for data scaling or sensitivity 300, 400,600, 1000, 1200, 1300, 1400, 1600;

2) control valves may report current operating states and conditions200, 700, 1100, 1700;

3) the power source module 1000 may report the conditions of storedpower, operating capacities, and diagnostic information; and

4) the apparatus and controller subassembly 900 may need a connection toexternal applications configuration 1800.

The physical embodiments that connect these logical components of theinvention may pass data over many possible physical connection mediaincluding wired, wireless, fiber-optic, common signaling media, throughintegrated sensor loops, or the like. Embodiments of the invention maybe constrained to any particular physical embodiment that creates andmaintains the physical connection media. This may be an importantconsideration in certain embodiments because the application of theinvention may require that it operate in an integrated functionalconfiguration where a vehicle, marine, avionic, appliance, alarm, powermanagement, building management, factory integration, data collection,or other multiple device connection (network or standalone) in a widerange of connection topologies (such as bus, star, point-to-point,relay, message passing, or routed mesh) are applied for the entireapplication. The advantages of integrating the available apparatuscontroller subassembly 900 into a larger set of physical and logicalconnections (shown as the control data flows and external interfaces1800) to control, manage, diagnose, acquire the data, or provide aregulated function for the invention are beneficial.

Another application shown in FIG. 3 may be the role and composition ofthe power source module 1000. The power source module 1000 supplieselectrical current (in certain applications one or more feeds of DCpower) to the air charging motor subassembly 400 and to the apparatuscontroller subassembly 900. Other embodiments may also supply the sensorsubassembly (intake) 300, the sensor subassembly (outflow) 600, thecontrol valve subassembly (intake) 200 (if powered), the control valvesubassembly (outflow) 700 (if powered), and the control data flows andexternal interfaces 1800 (if required) from the power source module 1000as well.

As previously discussed with respect to some embodiments, the apparatusmay retain the capability to locally supply the DC power from one ormore power storage modules (not shown). In addition, the capability tobypass the power storage modules (optionally in a specific embodiment),have multiple supply paths for energy to be converted or suppliedthrough the power source module 1000 to the air charging motorsubassembly 400, and be able to control, manage, report, and diagnosethese features from the apparatus controller subassembly 900, providesother advantages unique to this invention. Power storage componentsmanaged by the power source module 1000 may be with, or without,internal capabilities providing data (such as, for example,manufacturer, model, serial number, cumulative usage, current capacitylevels, etc.).

The capability to convert multiple supply energy sources to DC power(for example, but not limited to, AC power, DC power at a differentvoltage, pneumatic power, chemical energy, thermal energy, an inductionpower supply, etc.) provides for high levels of flexibility and optionsfor continued operations by the user. An example of this multi-sourcecapability is the availability of either AC power (in various voltages,phases, and amperages), or DC power (in a mobile power plant supplyfeed) that may then be conditioned (e.g., rectified) appropriately toprovide operating charge to the power storage capacity. The technologyenabling the power storage module can be a simple rechargeable batterytechnology (including choices such as Ni-Cad, Lead-Acid, Li-Ion, NMH,and others), or a different form such as a super-capacitor, fuel cell,wet cell, thin metal film cell, etc.

A design priority for the power source module 1000 may be that it canprovide a consistent sensor and control data flows 1400 for theapparatus controller subassembly 900. This can be accomplished whileproviding a power flow 1500 to the air charging motor subassembly 400that is better conditioned (e.g., clean and consistent) thanexternally-supplied power. In some applications this may be modified tomeet lower requirements for some embodiments, but other embodiments willuse this capability to provide power source module 1000 alternatives foruser application configuration. Thus, a single embodiment may havemultiple models or product family members depending on the applicationconfigurations for power supply.

An example of a preferred embodiment of the power source module 1000 isthe use of Boulder Technologies GP100TMFSC batteries in the 12-V (or24-V) configuration to provide a power source that is mediated using acurrent limiter and power sensing circuit. This preferred embodimentprovides local storage capacity for the power source module 1000 andresources to be managed by apparatus controller 900.

Another characteristic of the exemplary systems and methods described isthe ability to use power sources, such as those described in thepreferred embodiment, or others, to provide a power source that isindependent of external power sources and that is under the directcontrol of the apparatus controller subassembly that can optimize itspower expenditure while having closely monitored operations. Thisfeature may allow an embodiment to apply the use of a local powersupply, not required to support other functions outside the air-movingapplication, that can be used to overcome in-rush current requirements,manage outage conditions (such as after-cooling), and handle controlactuation needs to self-protect the entire air handling apparatus.

The apparatus controller subassembly 900 may use the information fromthe sensor and control data flows for motor 1300 and the sensor andcontrol data flows 1400 from the power source module 1000 to determineappropriate operations, sequencing, and control processes for theinvention. In turn, the power source module 1000 may incorporate currentlimiters, programmable power management, or other active electricalenergy management that provide for the system to be efficient with itsutilization of electrical power and supplies. Use of up-line supplysensing (not shown) can also be integrated into embodiments of theinvention to supply some applications considerations such as hotswitching, hot unplugging, or cold attachments. The application of thehighly intelligent apparatus controller subassembly may provide theabove described advantages, and others, over extant applications withinthe state of art and practice.

FIG. 4 illustrates an exemplary apparatus for generation of highvelocity mass air flow. FIG. 4 shows the air charging motor subassembly400, from the drawing for FIG. 3, along with a set of connectedcomponents. In this embodiment the air inflow 110 is equivalent to theair intake 100 in FIG. 3. The air charging effector and motor housing145 holds the air charging effector subassembly 150 and the air chargingmotor subassembly 140. The air charging effector subassembly 150corresponds to the air charging effector subassembly 500 in FIG. 3. Theair charging motor subassembly 140 corresponds to the air charging motorsubassembly 400 in FIG. 3. The air outflow 180 corresponds to the airoutflow 800 in FIG. 3. The cable for apparatus controller and power 190corresponds to the physical connection alluded to by the block diagramelements sensor and control data flows for motor 1300 in FIG. 3, thepower flow 1500 in FIG. 3, and sensors integrated into the housing orthe air charging motor subassembly (not shown).

In this preferred embodiment, the air charging effector subassembly 150contains an air charging wheel that pressurizes and accelerates air tomeet the applications needs for a high velocity mass air flow. In otherembodiments the air charging effector subassembly 150 may contain otherair flow effector devices. In FIG. 4, the air charging wheel may bedriven by an electric motor where the electric motor shaft may bedirectly coupled in-line with the air charging wheel. The apparatuscontroller subassembly is normally held in a separate enclosure that mayincorporate additional sealing (for environmental protection), cooling,connectors, interfaces, or external interfaces. The apparatus controllersubassembly may also contain the power source module or this may beenclosed separately depending on the physical mounting for theinvention.

The apparatus controller subassembly 900 may include the ability tointeract with the power source module 1000 to control the deployment ofthe power source in a manner consistent with a series of profiles, oruser demand characteristics, that are supported by the operation of theapparatus controller subassembly. The apparatus controller subassemblymay be capable of operating certain functions of the invention on anautonomous basis (for example, for manufacturing testing, fielddiagnostics, failure/fallback operations, application systemdiagnostics, maintenance functions, and the like) or under the directionof the external flows through the control and data flows from externalinterfaces 1800. In a preferred embodiment, this may be transportedacross an application-network such as NMEA 2000. Other transport couldbe via CAN, IEEE 802, IEEE 1394, or the like.

The thermal management 195 provisions for some embodiments may berelatively simple. In more complex embodiments there may be active, orpassive, heating/cooling thermal management provisions that may bemanaged by the apparatus controller subassembly based on sensor,operating, design, or application requirements.

In the normal operation of preferred embodiments, the duty cycle of theunit may be either continuous or intermittent (regular or irregularcycles, depending on the application needs). This characteristic may betrue of some embodiments, and driven by a unit interfacing with theapparatus controller subassembly.

FIG. 5 illustrates another exemplary embodiment of an apparatus forgenerating a high velocity mass air flow. As shown in FIG. 5, the aircharging motor and air effector subassemblies housing 45 may be directlyconnected to the apparatus controller housing 95. The power source modelis not shown. The air intake 10 corresponds to the logical functionsshown as the air intake 100 in FIG. 3. The air intake 10 allows the flowof air across the baseplate for the apparatus controller subassembly andacross the air charging motor and air effector subassembly providing amechanism for integrated cooling and heat dissipation. The air outflow80 corresponds to the logical functions shown as the air outflow 800 inFIG. 3. The air charging motor subassembly 40 and the integrated sensorsthat correspond to the sensor and control data flow for motor 1300 inFIG. 3 are in the same housing as the air effector subassembly 50. Aconnector for control sensors, data flow, and external interfaces 180 isalso shown. The power source module (not shown) may also feedinformation back to the apparatus controller subassembly 90 and power islocally transformed through the apparatus controller subassembly's 90control.

In this alternate embodiment, the integration of the apparatuscontroller subassembly 90 suppresses additional costs in the cabling,attachment, and support of the invention in more than one packagingarticle. The power supply module 100 cables can allow for simplifyingthe power supply module 100 to eliminate the stored power configurationif the lowest possible price-point is a highly desired designrequirement.

This embodiment has the advantages of a very compact form factorpackaging, cooling air drawn across the electrical motor and controlapparatus assembly, and ability to integrate sensors into a compactdesign if needed. This alternate embodiment shows that the physicalpackaging for the invention can vary across embodiments.

Other features, advantages, and benefits are described below. Inaccordance with another aspect of the present invention(s), the methodsand systems allow for a user to obtain a high velocity mass air flowwhile the user retains control of the operation of the apparatus.

In accordance with another aspect of the invention, the methods andsystems allow for the user to obtain a high velocity mass air flow thatutilizes a power module subassembly that is integrated into the controlof the control apparatus element.

According to another aspect of the invention, the user may obtain a highvelocity mass air flow that can be controlled externally in anapplication through the application of a highly capable controlapparatus.

In accordance with yet another aspect of the invention, the methods andsystems allow the user to obtain a high velocity mass air flow where theapparatus controller is capable of controlling a plurality of anelectric motor, power supply module, thermal management, control valves,and sensors.

According to another aspect of the invention, the user may obtain a highvelocity mass air flow that can use sensor, or sensor based, informationfor control of the apparatus.

According to another aspect of the invention, the user may obtain a highvelocity mass air flow that is controlled by a control apparatus capableof determining appropriate functional and environmental, operating andnon-operating conditions and modes that protect the safety of theapparatus.

In accordance with another aspect of the invention, the methods andsystems allow for the user to obtain a high velocity mass air flow thatis controlled by a control apparatus capable of determining appropriatefunctional and environmental operating conditions and modes that enableautomatic operational and performance adjustment of the apparatus.

In accordance with another aspect of the invention, the methods andsystems allow for the user to obtain a high velocity mass air flow thatutilizes an electric motor, coupled to an air effector, powered by apower module detached from a continuous supply of power.

According to another aspect of the invention, the user may obtain a highvelocity mass air flow that utilizes an electric motor, coupled to anair effector, where the unit may be directly connected to an electrical,or other, power source external to the unit, and where the unit canoperate, in a different operating mode, without the direct provision ofsuch a power source.

In accordance with another aspect of the invention, the methods andsystems allow for the user to obtain a high velocity air mass flow thatutilizes an electric motor, coupled to an air effector, where the unitmay be directly connected to an electrical, or other, power sourceexternal to the unit, and where the unit can operate in a mode thatprovides supplemental power to the unit when power demand exceeds theexternal power source supply.

According to another aspect of the invention, the user may obtain a highvelocity mass air flow where the information on these activities isrelayed for purposes of audit, control, management, assessment,compliance or examination.

According to another aspect of the invention, the user may obtain a highvelocity mass air flow where the data from the operation of the unit canprovide diagnostic, operating history, sensor measurements, or othermetrics from the unit as part of controlled operation.

According to another aspect of the invention, the user may obtain a highvelocity mass air flow where the information on these activities isprocessed by an apparatus (that may include human participation) todetermine if compliance with “terms and conditions of use” (internalcompliance), contractual compliance, regulatory compliance (compliancewith administrative or cooperative regulations), and legal compliance(by statute, treaty, or common law) has been appropriate and asspecified.

In accordance with another aspect of the invention, the methods andsystems provide for the safe operation of the unit that is governed by acontrol apparatus that utilizes available sensor and control inputs todecide whether safe operation is possible.

According to yet another aspect of the invention, the user may obtain ahigh velocity mass air flow that can directly control intake and outflowcontrol valves that change the characterization of the apparatus'performance.

According to another embodiment of the invention, the device may be usedas an “inflator/deflator” for partial, or fully, marine vehicles,entertainment and advertising, modular constructions for shelters, andindustrial framing components.

According to another embodiment of the invention, the device may be usedas a mass air flow device in an HVAC system.

According to another embodiment of the invention, the device may be usedas a mass air flow device to manage the air charging requirements in avehicular or other transportation device where an internal combustionengine is combined with a plurality of one or more other motive powersubsystems. Such applications include those sometimes identified as“hybrid” or “plug in” propulsive mechanisms. There are also applicationsfor such a device in purely electrical vehicles, as well as,non-vehicular fixed/mobile applications where the motive power is usedfor production, operations, and/or generation. In an exemplaryapplication, the device may be linked with the existing propulsivemechanism control modules as either a controlled sub-system peripheral(e.g., extending the ability of the propulsive mechanism control to aircharging as well as other functions), or as an independent or autonomousdevice that provides a self-managed capability to provide air chargingin a tailored fashion to the propulsive application requirement.

For propulsive mechanisms where both a combustion engine and anelectrical component are incorporated, an mass air flow deviceembodiment enables efficient operation of the combustion mechanism byproviding air charging, supports the application of smaller (andlighter) propulsive mechanisms, and allows optimization of propulsivemechanism operation by choosing where, how, and for what performance toexpend electrical power and combusted fuels. The selection of anoptimization strategy may be accomplished by the mass air flow deviceembodiment, by interactions with the vehicular control modules, or underthe direct instruction of the vehicular control modules. Theincorporation of the mass air flow device allows the propulsivemechanism control modules flexibility in managing combusted fuel—airmixtures' stoichiometric ratio (where the ratio by weight maydynamically range from about 9:1 for ethanol (e.g., 9.7:1 for E85) toabout 14.67:1 for gasoline, to about 17:1 for compressed natural gas(e.g., primarily methane) and the ratio may vary depending on otherenvironmental, operating history, operating optimizations, and the like)on a dynamic basis.

A benefit of incorporating a mass air flow device into the air chargingmanagement regime for a propulsion application is to provide operationalperformance, practicality or diverse fueling, and reliability bydynamically adjusted operation of the entire propulsion mechanism.Because the mass air flow device embodiments described are driven byelectrical power sources, the presence of large electrical capacitiesprovides for a range of air charging not otherwise possible in aircharging devices coupled directly to combustion cycles and combustion. Adirect consequence of the availability of the mass air flow deviceembodiment is the availability of air heated by compression that canalso significantly improve the operation of many electrical batterymechanisms by subsystem warming. The same mass air flows can also bediverted for the comfort, or preservation, of passengers and cargo.

FIG. 6 illustrates an embodiment of the invention in a vehicleimplementation with a hybrid electrical (e.g., battery) and a combustionengine. The embodiment functions in a manner similar to the embodimentdescribed with reference to FIG. 3, supra. Additional vehicle componentsare shown that are not part of the earlier embodiment to illustrateother aspects of the invention. As shown in FIG. 6, the flow of airfollows the path from the vehicle air intake 100 through a control valvesubassembly (intake) 200, sensor subassembly (intake) 300, air chargingeffector subassembly 500, sensor subassembly (outflow) 600, and controlvalve subassembly (outflow) 700, into a vehicle air intake manifold 1900and into a vehicle combustion engine 2000. In some embodiments, controlvalve subassemblies 200 and/or 700, as well as airflow sensorsubassemblies 300 and/or 600 may be excluded or an integral part of anexisting intake air management system, in which case sensor and controldata flows 1100, 1200, 1600, and 1700 may be replaced or supplanted bycontrol and data flows through control data flows and external interface1800.

As shown in FIG. 6, torque produced by the vehicle combustion engine2000 may be passed by mechanical coupling into a hybrid vehiclemotor/generator 2100, creating electrical power stored in a vehiclepower storage component 2200. In some embodiments, this electrical powerwill require conditioning or regulation by a power regulator 2300,before flowing into the apparatus power storage component 2400. Storedelectrical power may then be delivered to the air charging motorsubassembly 400 by a power source module 1000. Power flow 1500 may beregulated by the apparatus controller subassembly 900 by means of sensorand control data flows 1400. The controller subassembly 900 may monitorthe operation of combustion engine 2000 through control and datainterface 1800 and modulates power delivery to the air charging systemto optimize the engine combustion cycle. The apparatus controllersubassembly 900 may then control the operations of the embodimentaccording to dynamic or preset operations.

For hybrid and plug-in automotive (and other transportation)applications, (there are other fixed installation applications such asstandby generators, on-site power, and fixed plant motors where thisapplies as well), the mass air flow device described may be used withparticular benefits. The application of an “intelligent” air chargingsubsystem can be combined with other vehicular subsystems such as, forexample, active drive trains, active suspension, fuel/ignitionmanagement, emissions controls, electrical management, environmentalsensing, active braking, dynamic engine management, or activeenvironmental (compartment) management and the like to optimize the fuelefficiency, comfort, operational flexibility, or performance of thevehicle.

In FIG. 7 an exemplary embodiment of the invention is shown with a largeillustrative suite of sensors. The exemplary embodiment illustrates theapplication of an embodiment of the invention to use with an internalcombustion engine (on a platform such as those shown in FIGS. 28, 29,and 30; or a distinct internal combustion engine propulsion, stationaryapplication, marine or portable power generation, marine propulsion, ortesting application) 7-1900, 7-2000, 7-2100 where air charging isprovided to the air intakes. The embodiment apparatus controller 7-900uses internally stored codes, internally stored data, profileinformation from vehicle systems 7-3000 (illustrated by historical data7-700, user profile data 7-710, user demand 7-720), internally stored7-900 or from the vehicle engine control unit (ECU) 7-2500)), to controlthe apparatus. The control is manifest through the actions of the powersource module 7-1000, the air-charging motor 7-400, and through inletand outlet valve management (as shown in FIGS. 31 and 32 and the bypassvalve 7-510). The apparatus controller 7-900 may also be responsible forsome safety functions. The air charging motor 7-400 drives the aircharging effector 7-500. The airflow through the embodiment in thisapplication has an air intake 7-100 going through an inlet air filter7-101. After going through the air charging effector 7-500 the air maybe re-circulated or vented by the bypass valve 7-510. Additional aircharging occurs via the Turbocharger subassembly 7-103 where the air isvented. The additional airflow from the Turbocharger assembly also endsup in the air intake 7-1900. After going through the internal combustionengine 7-2100 the air exhausts 7-2000 and then may be used for theturbocharger 7-103 to air charge more inlet air from the inlet airfilter 7-101 and deliver it back into the air intake 7-1900. The aircharging motor 7-400 may be controlled by the apparatus controller 7-900that can control the rotating assembly, the electric operations, andaccess to the data and sensors present in the air charging motor 7-400.The sensors for temperature 7-620, pressure 7-610, airflow 7-600,voltage 7-650, battery condition 7-695, vibration 7-660, gas composition7-630, current 7-640, emissions 7-635, engine condition 7-690, acoustic7-685, fuel data 7-670 (from fuel tank 7-2510), position 7-680, andinformation from the engine control unit 7-2500 may be used by theapparatus controller 7-900. The transfer of data from sensors to theapparatus controller can occur across a plurality of communications andmethods, such as described in FIGS. 33, 34, 35, 36, 37, 38, 39, 40, 41,42, 43, 44, 45, 46, and 47. The power source module may manage a localsecondary power device, such as described in FIG. 18, and may handlerelated safety features.

FIG. 8 shows an embodiment of the invention that is applied to thegeneration of boosted air for an internal combustion engine with aturbocharger also present. The airflow starts at an air intake 8-100 andair filter 8-101 to be routed to the turbocharger 8-103 or to the aircharging effector of the embodiment 8-500. The outlet flow from the aircharging effector 8-500 may be rerouted by a bypass valve 8-510 or issupplied to an internal combustion engine 8-2100 (illustrated as avehicle, but which could be a stationary generator, mobile generator,test unit, or other such article) through the air intake 8-1900. Afteruse by the internal combustion engine 8-2100 the air exhaust through theoutlet 8-2000 can be used to power the turbocharger assembly 8-103. Asshown, the air charging effector 8-500 is driven by the air chargingmotor 8-400 under the control of the apparatus controller 8-900. Powerfor the apparatus controller 8-900, air charging motor 8-400, and thebypass valve 8-510 (optional) may be supplied by a power source module(not shown) and secondary power storage device (not shown). Sensors andother data inputs (not shown) may also be used by the unit (includingthe control, sensor, and power flows between the air charging motor8-400 and apparatus controller 8-900). In like fashion to the embodimentshown in FIG. 7, sensors, inlet and outlet valves, and connections andcommunications with other platform functions can embellish theembodiment.

In FIG. 9, an embodiment of the invention is applied to the generationof air charging for an internal combustion engine. As shown, the airflowstarts at an air intake 9-100 and air filter 9-101 to be routed to theair charging effector of the embodiment 9-500. The outlet flow from theair charging effector 9-500 may be supplied to an internal combustionengine 9-2100 (illustrated as a vehicle, but which could be a stationarygenerator, mobile generator, test unit, or other such article) throughthe air intake 9-1900. After use by the internal combustion engine9-2100 the air exhaust through the outlet 9-2000 can be used to powerthe turbocharger assembly 9-103. As shown, the air charging effector9-500 is driven by the air charging motor 9-400 under the control of theapparatus controller 9-900. Power for the apparatus controller 9-900,air charging motor 9-400, and the bypass valve (optional, not shown) maybe supplied by a power source module (9-1000) and secondary powerstorage device (not shown). Sensors and other data inputs (such as thosefrom the electronics control unit 9-2500 or not shown) may also be usedby the unit (including the control, sensor, and power flows between theair charging motor 9-400 and apparatus controller 9-900). In likefashion to the embodiment shown in FIG. 7, sensors (pressure 9-610,temperature 9-620, or mass airflow 9-600), inlet and outlet valves, andconnections and communications with other platform functions canembellish the embodiment.

FIG. 10 shows an embodiment of the invention that is applied to thegeneration of air charging for an internal combustion engine. Theairflow may start at an air intake 10-100 and air filter 10-101 to berouted to the air charging effector of the embodiment 10-500. The outletflow from the air charging effector 10-500 can be rerouted by the bypassvalve 10-510 or supplied to an internal combustion engine 10-2100(illustrated as a vehicle, but which could be a stationary generator,mobile generator, test unit, or other such article) through the airintake 10-1900. After use by the internal combustion engine 10-2100, theair may exhaust through the outlet 10-2000. The air charging effector10-500 may be driven by the air charging motor 10-400 under the controlof the apparatus controller 10-900. Power for the apparatus controller10-900, air charging motor 10-400, and the bypass valve (optional) maybe supplied by a power source module (not shown) and secondary powerstorage device (not shown). Sensors and other data inputs (not shown)are also used by the unit (including the control, sensor, and powerflows between the air charging motor 10-400 and apparatus controller10-900). In like fashion to the embodiment shown in FIG. 7, sensors,inlet and outlet valves, and connections and communications with otherplatform functions can embellish the embodiment.

FIG. 11 is a simplified drawing illustrating the functional placement ofelements of an embodiment in an air moving application. The use of anembodiment of the invention in an air-moving application calls for aninflow process through an air intake. The inflow may be subject to aplurality of operations including modification, limitation,augmentation, or conditioning by a subassembly referred to as the inletcontrol valve 11-530. The modification of the airflow is illustrated bythe use of devices to reduce turbulence in the air. The limitation ofthe airflow is illustrated by the use of limiting valves (such aspop-off pressure valves), barriers (such as butterfly valves), ororifice constraint (such as iris valves). The augmentation of theairflow is illustrated by the addition to the air intake fromre-circulated gas, additional flows (such as added mixture components oradditives to the airflow for combustion augmentation), or combining theflows of multiple subassemblies. The conditioning of the airflow isillustrated by the use of a device to pre-swirl the air in the intake.The outflow may be subject to a plurality of operations like those ofthe inflow with additional paths possibly present to re-circulate,bypass, or divert outputs 11-520. The recirculation path returns some,or all, of the output from the air charging effector 11-500 to theintake and inflow operations. The bypass path 11-510 is illustrated bythe venting of the device to atmosphere. The diversion of outflow air isillustrated by dividing the stream for different applications or forfurther air charging operations in an additional stage. Numerousfiltering, sensor measurement, and airflow path combinations arepossible without impacting the essential innovative content of theinvention. A specific embodiment of the invention may have none, some,or all of the inlet and outlet airflow functions other than a directpath.

The air charging effector 11-500, present in all embodiments of theinvention, operates on the airflow to change its measuredcharacteristics. In other alternate embodiments where instantiations ofthe invention are used to generate vacuum other effectors may be used.The air charging effector may change the rate of flow, the pressure offlow, the volume of flow, or it may not change things at all dependingon the operating target set for it by the apparatus controller. A changein the rate of flow may be illustrated by the increase in the velocityof the airflow measured in meters/second. A change in the pressure ofthe flow may be illustrated by the increase in measurable pressure dueto the compression of the flow by a compressor wheel and collectormeasured in torr. A change in the volume of flow may be illustrated bythe increase in measureable volume due to the air effector measured incc per minute.

The air charging motor 11-400 may be directly connected to the apparatuscontroller 11-900 and may also be connected to electrical power. Theapparatus controller 11-900 may be capable of starting, stopping,running, and controlling the running of motors (like 11-400) in smallincrements. In exemplary embodiments using direct current motors, therotation of the motor may be controlled by the motor controls to theextent that discrete electrical timing pulses are handled by the motorcontrols to cause the sequence of electrical events rotating the shaftof the motor 11-400. The connections between the air charging effector11-500 and the air charging motor 11-400 are coupled and are illustratedby connections that are directly mounted onto the shaft of the electricmotor, hooked to the electric motor 11-400 through a gearboxsubassembly, coupled by various mechanical means such as small belts orcoupled via other shaft rotation conversions. The apparatus controllersub-assembly 11-900 makes use of control signals and feedback indicatorsfrom the air charging motor sub-assembly. Illustrative examples of thecontrol signals and feedback indicators are the position information onthe rotating assembly, electrical feedback indicators, and electricalcurrent measurements. In various alternative embodiments, none, one,some, or all, of the connections between the air charging motor andapparatus controller may be absent depending on the application for theembodiment or the nature of the specific air charging motor.

Present throughout the embodiment of the apparatus may be safetyfeatures and considerations. Self protection for the air chargingeffector subassembly in the embodiment of the invention is provided bythe apparatus controller. Simpler mechanical protections (such as bypassor relief valves) may also be present in alternative embodiments. Thepackaging of the embodiment may incorporate safety features as well topresent incorrect electrical terminations, mis-wired sensors, or missingairflow path ducts' connections. The apparatus controller 11-900 maythen handles a plurality of connections to other elements such assensors, data devices, or other control mechanisms. (See FIGS. 33, 34,35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, and 47).

In alternative embodiments the apparatus controller 11-900 can be aself-sufficient and standalone device and thus requiring minimalconnections to external controls or functions. In other alternativeembodiments, the apparatus controller may have substantial quantities ofconnections for sensors, communicating with the application' apparatus,and communicating with other control devices outside the scope of thisapplication. Not illustrated on this FIG. 11 are the power controlsubassembly (see FIG. 18) with alternatives for power management,storage, and connections. The apparatus controller 11-900 may have thecapability to control the power control subassembly 11-400 and powerstorage modules (not shown) in the exemplary embodiments. It is possiblefor an alternative embodiment to not have this control because ofcontrol being vested in an external control apparatus. (not shown).

In FIG. 12 illustrates an embodiment of the invention for an internalcombustion engine application with two stages of supercharging and twosuperchargers. As shown, the airflow starts at an air intake 12-100 andair filter 12-101 to be routed to the supercharger 12-104 or to the aircharging effector of the embodiment 12-500. The outlet flow from the aircharging effector 12-500 may be rerouted by a bypass valve 12-510 or maybe sent to the supercharger assemblies 12-104. Air is supplied to aninternal combustion engine 12-2100 (illustrated as a vehicle, but whichcould be a stationary generator, mobile generator, test unit, or othersuch article) through the air intake 12-1900. After use by the internalcombustion engine 12-2100 the air may exhaust through the outlet12-2000. As shown, the air charging effector 12-500 is driven by the aircharging motor 12-400 under the control of the apparatus controller12-900. Power for the apparatus controller 12-900, air charging motor12-400, and the bypass valve 12-510 (optional) may be supplied by apower source module (not shown) and secondary power storage device (notshown). Sensors and other data inputs (not shown) may also be used bythe unit (including the control, sensor, and power flows between the aircharging motor 12-400 and apparatus controller 12-900). In like fashionto the embodiment shown in FIG. 7, sensors, inlet and outlet valves, andconnections and communications with other platform functions canembellish the embodiment.

The embodiment illustrated uses a shared apparatus controller 12-900 forboth air charging motors 12-400. In an alternate embodiment, each motorcould have its own apparatus controller (for example if demanded byphysical spacing). In this embodiment, the air charging motors 12-400could have a single power control module (not shown) and share a singlesecondary power storage device (not shown) or have their own dedicatedsecondary power storage devices (not shown).

In FIG. 13, an embodiment of the invention is applied to the generationof boosted air for an internal combustion engine with a turbochargeralso present. As shown, the airflow starts at an air intake 13-100 andair filter 13-101 to be routed to the turbocharger 13-103 or to the aircharging effector of the embodiment 13-500. The outlet flow from the aircharging effector 13-500 may be rerouted by a bypass valve 13-510 or maybe supplied to an internal combustion engine 13-2100 (illustrated as avehicle, but which could be a stationary generator, mobile generator,test unit, or other such article) through the air intake 13-1900. Afteruse by the internal combustion engine 13-2100, the air may exhaustthrough the outlet 13-2000 can be used to power the turbochargerassembly 13-103. The air charging effector 13-500 may be driven by theair charging motor 13-400 under the control of the apparatus controller13-900. Power for the apparatus controller 13-900, air charging motor13-400, and the bypass valve 13-510 (optional) may be supplied by apower source module (not shown) and secondary power storage device (notshown). Sensors and other data inputs (not shown) may also be used bythe unit (including the control, sensor, and power flows between the aircharging motor 13-400 and apparatus controller 13-900). In like fashionto the embodiment shown in FIG. 7, sensors, inlet and outlet valves, andconnections and communications with other platform functions canembellish the embodiment.

The embodiment in FIG. 13 may be applied as a series turbochargingconfiguration to overcome turbo lag. The air charging effector 13-500may be engaged on a demand basis by the apparatus controller 13-900 toincrease the incoming pressure air to the turbocharger assembly 13-103.This configuration allows the turbocharger to spool up more quickly andthus deliver more air charging to the internal combustion engine.

FIG. 14 shows an embodiment of the invention comprising an internalcombustion engine application with multistage supercharging. Threestages of supercharging are shown. Also as shown, the airflow starts atan air intake 14-100 and air filter 14-101 to be routed to thesupercharger 14-104 or to the air charging effector of the embodiment14-500. The outlet flow from the air charging effector 14-500 may bererouted by a bypass valve 14-510 or may be routed through the twostages of supercharger compressor assemblies 14-104. Air may be suppliedto an internal combustion engine 14-2100 (illustrated as a vehicle, butwhich could be a stationary generator, mobile generator, test unit, orother such article) through the air intake 14-1900. After use by theinternal combustion engine 14-2100, the air may exhaust through theoutlet 14-2000. The air charging effector 14-500 may be driven by theair charging motor 14-400 under the control of the apparatus controller14-900. Power for the apparatus controller 14-900, air charging motor14-400, and the bypass valve 14-510 (optional) may be supplied by apower source module (not shown) and secondary power storage device (notshown). Sensors and other data inputs (not shown) may also be used bythe unit (including the control, sensor, and power flows between the aircharging motor 14-400 and apparatus controller 14-900). In like fashionto the embodiment shown in FIG. 7, sensors, inlet and outlet valves, andconnections and communications with other platform functions canembellish the embodiment.

The exemplary embodiment illustrated uses a shared apparatus controller14-900 for both air charging motors 14-400. In an alternate embodimenteach motor could have its own apparatus controller (for example ifdemanded by physical spacing). In this embodiment the air chargingmotors 14-400 could have a single power control module (not shown) andshare a single secondary power storage device (not shown) or have theirown dedicated secondary power storage devices (not shown). In thisapplication, the multiple stages of superchargers may be used to providevery high volumes of air and high flow rates, but at the penalty of highpower demanded by the supercharger compressor assemblies 14-104. One useof this embodiment of the invention may be to increase the effectivenessof the supercharger stages by providing them with air charging(especially at low power rates transferred to the superchargerassemblies 14-104).

Also, the plurality of the superchargers illustrated in FIG. 14-104could be powered by either belt drive or exhaust gas flows. In alternateembodiments, additional electric motor 14-400 and air effectorassemblies 14-500 could be substituted for any or all of thesuperchargers illustrated. In this alternate embodiment, differentelectric motor 14-400 and air effector assemblies 14-500 could besubstituted to replace belt or exhaust drive superchargers for one ormore stages of the air charging process. In an alternate embodiment, theair charging function next to the engine intake 14-1900 could be an aireffector assembly 14-500. This alternate embodiment has the advantage ofno ducting, plenum, or manifold to add latency (turbo lag) to the aircharging process. In an alternate embodiment where the air effectorassembly 14-500 is placed between a supercharger and anothersupercharger, the purpose of the embodiment may be to compensate for anotch, or lack of overlap, between the flow ranges of two devices. Inthis embodiment, the apparatus controller 14-900 may be able to smooththe transition between air charging states for the internal combustionengine 14-2100. The power source module (not shown) and the secondarypower storage device (not shown) may be managed by the apparatuscontroller 14-900 in accordance with optimal operations under a profile.In an alternate embodiment, the use of a series of air effectors 14-500(multiple stages, or multiple stages with and without other belt orexhaust driven units 14-404) driven by electric motors 14-400 andcontrolled by the apparatus controller 14-900 has the advantage ofhaving the air charging process under the management and control of asingle, or cooperating, apparatus controller 14-900. For any of thesewith one or more electric motor 14-400 and air effector assemblies14-500 a plurality of power source modules (not shown) and secondarypower storage devices (not shown) could be managed by the apparatuscontroller 14-900 or more than one apparatus controller. In like fashiona plurality of additional inlet and outlet valves (as discussed in FIGS.31 and 32) can be applied to manage the isolation, combination, orrouting of airflows throughout the combinations of devices in multipleembodiments.

FIG. 15 shows in an internal combustion engine application withmultistage, parallel supercharging. As shown, the airflow starts at anair intake 15-100 and air filter 15-101 to be routed to the turbocharger15-103 or to the air charging effector of the embodiment 15-500. Theoutlet flow from the air charging effector 15-500 may be rerouted by abypass valve 15-510 or may be routed through the two stages ofsupercharger compressor assemblies 15-103. Additional bypass and gascontrol valves route air as needed 15-540 15-550. Air may be supplied toan internal combustion engine 15-2100 (illustrated as a vehicle, butwhich could be a stationary generator, mobile generator, test unit, orother such article) through the air intake 15-1900. After use by theinternal combustion engine 15-2100, the air may exhaust through theoutlet 15-2000 to power the turbochargers and finally exhausted 15-105.The air charging effector 15-500 may be driven by the air charging motor15-400 under the control of the apparatus controller 15-900. Power forthe apparatus controller 15-900, air charging motor 15-400, and thebypass valve 15-510 (optional) may be supplied by a power source module(not shown) and secondary power storage device (not shown). Sensors andother data inputs (not shown) may also be used by the unit (includingthe control, sensor, and power flows between the air charging motor15-400 and apparatus controller 15-900). In like fashion to theembodiment shown in FIG. 7, sensors, inlet and outlet valves, andconnections and communications with other platform functions canembellish the embodiment.

The embodiment illustrated may use a shared apparatus controller 15-900for both air charging motors 15-400. In an alternate embodiment, eachmotor could have its own apparatus controller (for example if demandedby physical spacing). In this embodiment the air charging motors 15-400could have a single power control module (not shown) and share a singlesecondary power storage device (not shown) or have their own dedicatedsecondary power storage devices (not shown). In this application themultiple stages of super turbochargers are used to provide very highvolumes of air and high flow rates, but at the penalty of high powerdemanded by the super turbocharger compressor assemblies 15-1043. Theuse of the embodiment of the invention may be to increase theeffectiveness of the supercharger stages by providing them with aircharging (especially at low power rates transferred to the superturbocharger assemblies 15-1043). The embodiment thus reduces turbo lagat a design point where the primary and secondary turbochargerassemblies 15-103 are ineffective or less effective.

FIG. 16 is another embodiment illustrating the application of theinvention to an air charging requirement including the use of exhaustgas return for an internal combustion engine (i.e., secondary airinjection into exhaust gas recirculation). As shown, the airflow startsat an air intake 16-100 and air filter 16-101 to be routed to the aircharging effector of the embodiment 16-500. The outlet flow from the aircharging effector 16-500 can be rerouted by the bypass valve 16-510 ormay be supplied to an internal combustion engine 16-2100 (illustrated asa vehicle, but which could be a stationary generator, mobile generator,test unit, or other such article) through the air intake 16-1900. Afteruse by the internal combustion engine 16-2100, the air may exhaustthrough the outlet 16-2000. The exhaust gas return control valve 16-550controls the recirculation of exhaust gas back through the air chargingeffector 16-500 or its venting 16-105. The air charging effector 16-500may be driven by the air charging motor 16-400 under the control of theapparatus controller 16-900. Power for the apparatus controller 16-900,air charging motor 16-400, and the bypass valve (optional) may besupplied by a power source module (not shown) and secondary powerstorage device (not shown). Sensors and other data inputs (not shown)may also be used by the unit (including the control, sensor, and powerflows between the air charging motor 16-400 and apparatus controller16-900). In like fashion to the embodiment shown in FIG. 7, sensors,inlet and outlet valves, and connections and communications with otherplatform functions can embellish the embodiment.

In FIG. 17, an embodiment of the invention is applied to the generationof air charging for an internal combustion engine and secondary airinjection into the exhaust catalytic conversion assembly 17-2400. Asshown, the airflow starts at an air intake 17-100 and air filter 17-101to be routed to the air charging effector of the embodiment 17-500. Theoutlet flow from the air charging effector 17-500 can be rerouted by thebypass valve 17-510 or may be supplied to an internal combustion engine17-2100 (illustrated as a vehicle, but which could be a stationarygenerator, mobile generator, test unit, or other such article) throughthe air intake 17-1900. An alternate pass controlled by the exhaust airinjection control valve 17-530 may provide an airflow to exhaustcatalyst subassembly. After use by the internal combustion engine17-2100 the air exhaust through the outlet 17-2000. The air chargingeffector 17-500 may be driven by the air charging motor 17-400 under thecontrol of the apparatus controller 17-900. Power for the apparatuscontroller 17-900, air charging motor 17-400, and the bypass valve(optional) may be supplied by a power source module (not shown) andsecondary power storage device (not shown). Sensors and other datainputs (not shown) may also be used by the unit (including the control,sensor, and power flows between the air charging motor 17-400 andapparatus controller 17-900). In like fashion to the embodiment shown inFIG. 7, sensors, inlet and outlet valves, and connections andcommunications with other platform functions can embellish theembodiment.

This embodiment may provide an improvement over older techniques thatused belt-driven air pumps or other power take offs to power the airpumping assembly. For example, the embodiment could, at different times,be applied to pumping cooling or heating air to the exhaust catalyst157-2400 or to supply oxygen to the exhaust catalyst assembly 175-2400.

FIG. 18 shows an exemplary embodiment of the power source module andpower storage devices. The embodiment provides for flexibility andcontrol of multiple power sources 18-1100 18-1200 29-1010 18, and theuse, in exemplary embodiments, of a local secondary power storage device18-1200. The availability of power in these embodiments from the localsecondary power storage device 18-1200, the common electrical grid18-1100, the engine battery 29-1010, the engine in generator mode18-2200, and any secondary battery storage 29-1010 (other than a hybridprimary storage battery or fuel-cell) allows the apparatus power storagemodule 18-1000 to select from a plurality of sources for a plurality ofuses (including recharging the local secondary power storage device18-1200). The operations of the apparatus power source module may bedirected by the apparatus control subassembly using the profiles ofoperation and optimization strategies derived from the current operatingprofiles requirements. The management of power expenditure by theembodiment may include the air charging motor 18-400 and may alsoinclude sub-optimal air flow generation, apparatus safe operation, andpower management for inlet and outlet management as present in certainembodiments. Different embodiments present in a single platform(illustrated simply by a hybrid car plugged into the power grid) can besimultaneously applied to separate operating needs (illustrated bykeeping the cargo compartment of a vehicle warm, maintaining a warmthlevel in a battery compartment, and maintaining a warmth level in theengine emissions control) under the operation of the apparatuscontroller and profiles. Across an operating period could place thepriority for a sequence of operations of the apparatus power sourcemodule 18-100 to recharge its own secondary power storage device18-1200, maintaining warmth levels in various compartments of thevehicle (such as prioritizing warmth in the battery compartment whilerecharging is conducted), and then shifting to warming the passengercompartment only shortly before more vehicle use takes place. Theapparatus controller may also respond to external conditions known fromsensor data (such as heat or cold) and dynamically change apparatuspower source module operations under a profile for these conditions.Under dynamic load conditions (such as route planned power consumption,steep hills, or high performance requirements) the apparatus powersource module in an embodiment can, under control and cooperation of theapparatus control subassembly, plan, distribute, supply, restore, andconserve power capacity, power expenditure, power distribution, andpower intake.

The capabilities of the apparatus power source module may be common toexemplary embodiments of the invention with specific instantiationssubject to variances for requirements and optimizations in a specificplatform environment. In the embodiments of the invention describedherein, the assumption is that the functions of the apparatus powersource module and secondary power storage device are functionally commonand consistent with the description provided for the embodiment of FIG.18.

FIG. 19 illustrates an embodiment of the invention for heating of air tobe supplied to warm a battery compartment. As shown, the airflow startsat an air intake 19-100 and air filter 19-101 to be routed to the aircharging effector of the embodiment 19-500. The outlet flow from the aircharging effector 19-500 can be rerouted by the recirculation valve19-510 or may be supplied to the battery compartment 19-190 (illustratedas a vehicle, but which could be a stationary room, mobile plenum, testunit, or other such article) through the air intake. After cyclingthrough the compartment the air may be re-circulated or vented 19-510.The air charging effector 19-500 may be driven by the air charging motor19-400 under the control of the apparatus controller 19-900. Power forthe apparatus controller 19-900, air charging motor 19-400, and therecirculation valve (optional) may supplied by a power source module(not shown) and secondary power storage device (not shown). Sensors19-610 19-620 19-600 and other data inputs (such as those from theengine control unit 19-2500) may also be used by the unit (including thecontrol, sensor, and power flows between the air charging motor 19-400and apparatus controller 19-900). In like fashion to the embodimentshown in FIG. 7 sensors (19-610, 19-620, 19-600), inlet and outletvalves, and connections and communications with other platform functionscan embellish the embodiment. The nature of running a compressive aircharging effector 19-500 is that the energy transferred may alsoincrease the heat of the air output by up to about 20 degrees or more(depending on ambient conditions and air intake setups). Theavailability of warming for the battery compartment may serve to keepthe available energy capacity of the battery up in very cold conditions.The use of a local secondary power storage device (not shown) or plug-ingrid power to externally power the air charging motor 19-400 may alsoprovide a mechanism to maximize the battery capacity available at low orvery high ambient temperatures.

FIG. 20 shows an embodiment of the invention that may be applied to theheating of air to be supplied to warm a passenger, cargo, or electronicsassembly compartment. As shown, the airflow starts at an air intake20-100 and air filter 20-101 to be routed to the air charging effectorof the embodiment 20-500. The outlet flow from the air charging effector20-500 can be rerouted by the recirculation valve 20-510 or may besupplied to the passenger, cargo, or electronics assembly compartment20-19200 (illustrated as a vehicle, but which could be a stationaryroom, mobile plenum, test unit, or other such article) through the airintake. After cycling through the compartment, the air my bere-circulated or vented 20-510. The air charging effector 20-500 may bedriven by the air charging motor 20-400 under the control of theapparatus controller 20-900. Power for the apparatus controller 20-900,air charging motor 20-400, and the recirculation valve (optional) may besupplied by a power source module (not shown) and secondary powerstorage device (not shown). Sensors 20-610 20-620 20-600 and other datainputs (such as those from the engine control unit 20-2500) may also beused by the unit (including the control, sensor, and power flows betweenthe air charging motor 20-400 and apparatus controller 20-900). In likefashion to the embodiment shown in FIG. 7, sensors (20-610, 20-620,20-600), inlet and outlet valves, and connections and communicationswith other platform functions can embellish the embodiment.

The nature of running a compressive air charging effector 20-500 asshown is that the energy transferred may also increase the heat of theair output by up to about 20 degrees or more (depending on ambientconditions and air intake setups). The availability of warming for thepassenger, cargo, or electronics assembly compartment will serve to keepthe available energy capacity of the passenger, cargo, or electronicsassembly up in very cold conditions. The use of a local secondary powerstorage device (not shown) or plug-in grid power to externally power theair charging motor 20-400 may also provide a mechanism to maximize thepassenger, cargo, or electronics assembly capacity available at low orvery high ambient temperatures. Of particular benefit in a vehicularapplication at low temperatures is the availability of heated air in avery short (e.g., less than one minute) period of time. Existing hybridvehicles and electric vehicles use either primary electrical storagepower for a resistance heater and fans, or heated air or coolant from aninternal combustion engine, or generated electricity for resistanceheating from the internal combustion engine to generate this heat. Theillustrated embodiment can provide both an airflow and heated air in avery short period of time possibly using only its onboard secondarypower storage device (if properly sized) for power until other power isavailable, for example, from the hybrid electrical systems. In a powerconfiguration and profile using grid power the embodiment acts as awarmer assembly similar to those extant using resistive elements andfans.

FIG. 21 shows an embodiment of the invention as applied to the coolingof air to be supplied to cool a passenger, cargo, or electronicsassembly compartment. As shown, the airflow starts at an air intake21-100 and air filter 21-101 to be routed to the air charging effectorof the embodiment 21-500. The outlet flow from the air charging effector21-500 can be rerouted by the recirculation valve 21-510 or may besupplied to the heat exchanger/chiller assembly 21-2600. As shown theheat exchanger/chiller assembly then supplies the cool air to thepassenger, cargo, or electronics assembly compartment 21-2050(illustrated as a vehicle, but which could be a stationary room, mobileplenum, test unit, or other such article) through the air intake. Aftercycling through the compartment, the air may be re-circulated or vented21-510. The air charging effector 21-500 may be driven by the aircharging motor 21-400 under the control of the apparatus controller21-900. Power for the apparatus controller 21-900, air charging motor21-400, and the recirculation valve (optional) may be supplied by apower source module (not shown) and secondary power storage device (notshown). Sensors 21-610 21-620 21-600 and other data inputs (such asthose from the engine control unit 21-2500) may also be used by the unit(including the control, sensor, and power flows between the air chargingmotor 21-400 and apparatus controller 21-900). In like fashion to theembodiment shown in FIG. 7, sensors (21-610, 21-620, 21-600), inlet andoutlet valves, and connections and communications with other platformfunctions can embellish the embodiment.

The nature of running an air charging effector 21-500 is that theairflow may be supplied to the heat exchanger/chiller assembly 21-2500.The heat exchanger/chiller assembly 21-2500 can take the form of asimple intercooler or be used to drive the exchange in a fluid coolingcycle. The availability of airflow for the passenger, cargo, orelectronics assembly compartment may serve to keep the available energycapacity of the passenger, cargo, or electronics assembly up in very hotconditions. The use of a local secondary power storage device (notshown) or plug-in grid power to externally power the air charging motor21-400 may also provide a mechanism to maximize the passenger, cargo, orelectronics assembly capacity available at very high ambienttemperatures. Existing hybrid vehicles and electric vehicles typicallyuse either primary electrical storage power for a cooler/chiller andfans, or cooled air or coolant from an external source. The illustratedembodiment may provide both an airflow and cooling air in a very shortperiod of time possibly using only its onboard secondary power storagedevice (if properly sized) for power until other power is available, forexample, from the hybrid electrical systems. In a power configurationand profile using grid power, the exemplary embodiment may act as anairflow assembly. When used in alternate embodiments of the invention,spiral or scroll effectors may be used for cooling applications wherethey are more appropriate than compression based air-effectors.

FIG. 22 shows another embodiment of the invention that may be applied tothe cooling of air to be supplied to cool a passenger, cargo, orelectronics assembly compartment. As shown, the airflow starts at an airintake 22-100 and air filter 22-101 to be routed to the air chargingeffector of the embodiment 22-500. The outlet flow from the air chargingeffector 22-500 can be rerouted by the recirculation valve 22-510 or maybe supplied to the heat exchanger/chiller assembly 22-2600. The heatexchanger/chiller assembly then supplies the cool air to the passenger,cargo, or electronics assembly compartment 22-2050 (illustrated as avehicle, but which could be a stationary room, mobile plenum, test unit,or other such article) through the air intake. After cycling through thecompartment, the air may be re-circulated or vented 22-510. The aircharging effector 22-500 may be driven by the air charging motor 22-400under the control of the apparatus controller 22-900. Power for theapparatus controller 22-900, air charging motor 22-400, and therecirculation valve (optional) may be supplied by a power source module(not shown) and secondary power storage device (not shown). Sensors22-610 22-620 22-600 and other data inputs (such as those from theengine control unit 22-2500) may also be used by the unit (including thecontrol, sensor, and power flows between the air charging motor 22-400and apparatus controller 22-900). In like fashion to the embodimentshown in FIG. 7, sensors (22-610, 22-620, 22-600), inlet and outletvalves, and connections and communications with other platform functionscan embellish the embodiment.

The nature of running an air charging effector 22-500 as shown is thatthe airflow may be supplied to the heat exchanger/chiller assembly22-2500. The heat exchanger/chiller assembly 22-2500 can take the formof a simple intercooler or be used to drive the exchange in a fluidcooling cycle. The availability of airflow for the passenger, cargo, orelectronics assembly compartment may serve to keep the comfort level ofthe passenger, cargo, or electronics assembly in very hot conditions.The use of a local secondary power storage device (not shown) or plug-ingrid power to externally power the air charging motor 22-400 may alsoprovide a mechanism to maximize the passenger, cargo, or electronicsassembly comfort available at very high ambient temperatures. Theillustrated embodiment may provide both an airflow and cooling air in avery short period of time possibly using only its onboard secondarypower storage device (if properly sized) for power until other power isavailable, for example, from the hybrid electrical systems. In a powerconfiguration and profile using grid power, the embodiment may act as anairflow assembly. When used in alternate embodiments of the invention,spiral or scroll effectors can be used for cooling applications wherethey are more appropriate than compression based air-effectors.

FIG. 23 shows an exemplary embodiment that may be used as aninflator/deflator for a plenum or flexible membrane. As shown, arelatively simple embodiment of the invention may be coupled via airflowconnections to a plenum. Depending on the settings, or controlled by theapparatus controller 23-900, the air charging effector 23-500 inflatesor deflates the plenum 23-4000 by the operation of the air chargingmotor 23-400. Simple sensor outputs (not shown) to detect pressure maybe used by the apparatus controller 23-900 to control operation of therotating element of the air charging motor subassembly 23-500 to haltcontinued operations when no longer necessary. In alternativeembodiments, the apparatus controller 23-900 may have sensor inputs fromhuman users that cause it to automatically control the settings of theinflator and deflator valves 23-520 23-530 of the embodiment. Relief23-570 and check valves 23-560 may serve to protect the assemblies andplenum 23-4000. The power management control subassembly 23-1000 andpower storage module subassemblies (not shown on the Figure for clarity)can be present with local power storage and power management, or maysimply be fed in an alternative embodiment directly to the apparatuscontrol 23-900 and air charging motor 23-500. The device/system maycomprise a portable packaging including a power management control23-1000 subassembly and power storage module. The entire package may beabout 23 centimeters in length, about 20 centimeters in width, and about15 centimeters in depth, for example. The application of this embodimentmay include a large number of fixed plenum sized applications (such asrigid inflatable boats, inflatable industrial bladders, inflatablebuildings, moon bouncers, and others) and some applications where acontinued pressurized airflow is needed (such as advertisingsemi-rigids).

FIG. 24 is an embodiment of the invention with a minimal illustrationfor application of the invention to heating, ventilating, and otherairflow applications (i.e., non-automotive). As shown, the airflowstarts at an air intake 24-100 and air filter 24-101 to be routed to theair charging effector of the embodiment 24-500. The outlet flow from theair charging effector 24-500 can be rerouted by the outlet control valve24-520 or may be supplied to an air plenum. The air charging effector24-500 may be driven by the air charging motor 24-400 under the controlof the apparatus controller 24-900. Power for the apparatus controller24-900, air charging motor 24-400, and the valves 24-520 24-530(optional) may be supplied by a power source module (not shown) andsecondary power storage device (not shown). Sensors and other datainputs (not shown) may also be used by the unit (including the control,sensor, and power flows between the air charging motor 24-400 andapparatus controller 24-900). In like fashion to the embodiment shown inFIG. 7, sensors, inlet and outlet valves, and connections andcommunications with other platform functions can embellish theembodiment.

For example, the high velocity and mass air flow of one such embodimentcan be used as a substitute for the large fans used to furnish air intocombustion heating furnaces. Another embodiment could be used to supplyambient airflow to a heat exchanger/chiller assembly with an aircharging effector optimized for flow. Units as small as 400 g for a50,000,000 cc/min air mover are possible with this configurationoptimized for smaller spaces and features. Multiple embodiments sharingthe apparatus controller 24-900 and power management modules (not shown)can reduce average controller and packaging to less than about 3 kg.

FIG. 25 is illustrative of multiple embodiments of the invention appliedto a single platform having multiple applications. As shown in FIG. 25,the airflow begins at an air inlet and filter 25-101 that provides airto air charging effectors 25-500 likely to be in three differentphysical compartments of the platform. The air charging needs may be forheating/cooling the battery compartment 25-2010, supplying charge air tothe vehicle internal combustion engine 25-1900, and for heating/coolingthe interior/cargo/electronics compartment 25-2020. Common to the eachof the instantiations of the three embodiments is the air charging motor25-400 and air charging effector assembly 25-500 (although the aireffectors present in each instantiation may be distinct). Recirculationand other valves (forms of the inlet and outlet controls discussed withFIGS. 31 and 32) 25-530, 25-510 may be used to control air flow to theend areas and devices. As shown, heat exchangers/chiller assemblies arepresent as needed for cooling 25-2500 or compressive heating is used forwarming. The internal combustion engine takes air in through the intake25-1900 and then exhausts it. In this combination of embodiments, thepower control module (not shown) and secondary power storage device (notshown) (discussed with reference to FIG. 18) may exist for eachinstantiation or be shared depending on specific platform requirements.The apparatus controller 25-900 may also be shared, or replicated in thesame or slightly different forms, depending on platform requirements. Aplurality of sensors and other communications connections (such as thoseshown in FIG. 7 and detailed in FIGS. 33, 34, 35, 36, 37, 38, 39, 40,41, 42, 43, 44, 45, 46, 47) may be used for each instantiation of anembodiment combined to meet the needs of a platform and multipleapplications.

FIG. 26 is an embodiment of the invention applied to exhausting the airfrom an engine compartment. As shown, the airflow starts at an airintake and air filter to be routed to the air cooling heat exchanger26-2500 (supplied by a cooling fluid cycle 20-106) and then through theplenum 26-2050 to the air charging effector of the embodiment 26-500.The outlet flow from the air charging effector 26-500 can be rerouted bythe outlet control valve (not shown) or may be removed from an airplenum 26-2050. The air charging effector 26-500 may be driven by theair charging motor 26-400 under the control of the apparatus controller26-900. Power for the apparatus controller 26-900, air charging motor26-400, and the valves (not shown optional) may be supplied by a powersource module (not shown) and secondary power storage device (notshown). Sensors and other data inputs (not shown) may also be used bythe unit (including the control, sensor, and power flows between the aircharging motor 26-400 and apparatus controller 26-900). In like fashionto the embodiment shown in FIG. 7 sensors, inlet and outlet valves, andconnections and communications with other platform functions canembellish the embodiment.

The high velocity and mass air flow of one such embodiment can be used asubstitute for the large fans used to furnish air into combustionheating furnaces. Another embodiment could be used to supply ambientairflow to a heat exchanger/chiller assembly with an air chargingeffector optimized for flow. Units as small as about 400 g for a50,000,000 cc/min air mover are possible with this configurationoptimized for smaller spaces and features. Multiple embodiments sharingthe apparatus controller 26-900 and power management modules (not shown)can reduce average controller and packaging to less than about 3 kg.Engine manufacturers continually look for ways to keep the total heatenvironment of their compartments in control. This embodiment of theinvention can be connected to the engine control unit or platformcontrol unit to actively cool (by exhausting) the engine environment(connections using the communications or capabilities shown to sensorsin FIGS. 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47). Inmany applications platforms the structural disadvantages of holes in theengine compartment are at least partially overcome by using the smalleraperture (nominally less than about 12 centimeters in an embodiment)than extant fans (often in excess of about 20 centimeters).

In FIG. 27, an embodiment of the invention is applied to the heating ofair to be supplied to warm a passenger, cargo, or engine compartment. Asshown, the airflow starts at an air intake 27-100 and air filter 27-101to be routed to the air charging effector of the embodiment 27-500. Theoutlet flow from the air charging effector 27-500 can be rerouted by therecirculation valve 27-510 or may be supplied to the passenger, cargo,or engine compartment 27-200 (illustrated as a vehicle, but which couldbe a stationary room, mobile plenum, test unit, bubbling air, or othersuch article) through the air intake. After cycling through thecompartment the air may be re-circulated or vented 27-510. In analternate embodiment, the plenum 27-2050 may include an openbubbling-air device that feeds the heated air as small bubbles into afluid. The air charging effector 27-500 may be driven by the aircharging motor 27-400 under the control of the apparatus controller27-900. Power for the apparatus controller 27-900, air charging motor27-400, and the recirculation valve (optional) may be supplied by apower source module (not shown) and secondary power storage device (notshown). Sensors and other data inputs (such as those from the enginecontrol unit 27-2500) may also be used by the unit (including thecontrol, sensor, and power flows between the air charging motor 27-400and apparatus controller 27-900). In like fashion to the embodimentshown in FIG. 7, sensors, inlet and outlet valves, and connections andcommunications with other platform functions can embellish theembodiment.

The nature of running a compressive air charging effector 27-500 asshown is that the energy transferred may also increase the heat of theair output by up to about 20 degrees or more (depending on ambientconditions and air intake setups). The availability of warming for thepassenger, cargo, or engine compartment may serve to keep the comfort ofthe passenger, cargo, or engine up in very cold conditions. The use of alocal secondary power storage device (not shown) or plug-in grid powerto externally power the air charging motor 27-400 may also provide amechanism to maximize the passenger, cargo, or engine capacity availableat low ambient temperatures. The embodiment can provide both an airflowand heated air in a very short period of time possibly using only itsonboard secondary power storage device (if properly sized) for poweruntil other power is available from the grid electrical systems. In apower configuration and profile using grid power, the embodiment may actas a warmer assembly similar to those extant using resistive elementsand fans. In an example embodiment, the apparatus may be applied to thewarming of compartments and facilities in bodies of water. This isneeded both to maintain comfort conditions and to maintain the operatingcharacter of the engine compartments by keeping them sufficiently heated(and air circulated) to avoid formation of ice and frost. Depending onthe outlet device the heated airflow can also be augmented by resistiveheating elements to increase its airflow temperature to be applied tofrost or ice reduction.

Intake (inlet) and outflow (outlet) subassemblies occur in mostembodiments of the invention to support optimization of airflow throughthe air effector subassembly. The plurality of components in the inletand outlet subassemblies is illustrated by instantiations includingdiverter valves, active swirl assemblies in the inlet, outlet directingvanes, active swirl assemblies in the outlet, and the appropriate valvessuch as iris, servo, or diaphragm types. Both active and passive valvescan be applied to inlet or outlet functions. Both powered and unpoweredvalves can be applied with solenoids or other powered mechanisms usedfor valve controls. An exemplary example of embodiments of active inlet(FIG. 31) and active outlet (FIG. 32) show that the valve subassembliesmay use power sourced from the local Power Source Module31-1000/32-1000, control from the Apparatus Controller 31-900/32-900,and related sensor data 31-880/32-880 to conduct operations of a valveactuator 31-410/32-410 and consequently a valve 31-530/32-530.

In another exemplary embodiment, the capability of an inlet control tomanage the pre-swirl on a dynamic basis can alter the functionaldelivery of a mass air flow to a very different set of efficiency bands.In an exemplary embodiment the capability of an outlet control to managethe pre-swirl on a dynamic basis for the outflow going into anothercomponent of a multi-stage embodiment (thus it becomes the pre-swirl ofthe next stage) can alter the functional delivery of the mass air flowof the next stage of an application.

Valves in the embodiments of the invention include inlet, outlet, bypassvalves, re-circulating valves, vents, exhausts, and connections pointsbetween airflows. Unpowered inlet and outlet valves are illustrated bythe use of ‘diverters’ or ‘gates’ that may be operated by a plurality ofmethods such as manual intervention, pressure in the airway, ormechanical linkages. Powered inlet and outlet valves may also haveunpowered ‘safe’ or ‘fallback’ settings (that use mechanisms such aspressure loading or mechanical springs) to handle conditions of powerloss or to protect against damage. In like manner, powered valves mayhave manual or mechanical settings (that use methods such as vacuumpressure, mechanical linkages, or manual stops) to ensure access to‘safe’ or ‘fallback’ settings. For valves (inlet and outlet valves ingeneral including bypass valves, re-circulating valves, vents, andexhausts) in general the provision of feedback, pressure, temperature,or other sensors in the assembly also implies a need for the informationfor the control element to properly manage the valve or know itssetting. Local safety provisions in the valve may override controlsetting in the event of sensor failure detected in the valve assembly.

FIGS. 33-47 are examples of various methods and configurations forsensors, sensor data, identification and metadata, messages, inquiries,stored information, human interactions, and interactions with othercontrol elements in exemplary applications where the embodiments of theinvention may be in use. These examples are illustrative andinstantiations of the invention may have a plurality of these, andsimilar, elements.

FIG. 33 is a simple connection of a sensor directly into the Controlelement of the systems and methods for generation and management of massair flow. The illustrative example of a thermocouple outputs anelectrical signal that may be translated, for example, into a usefuldigital representation and then into a control domain value for actionand processing. Thus, signal conditioning, calibration, ranging, andother sensor management and sensor control functions can be supporteddirectly by the control element as the instantiation of the embodimentrequires. Data acquisition, data translation, data validation, datacontext, and data integration are also functions that may be directlysupported by the control element as the instantiation of the embodimentrequires. Other functions may also similarly be supported.

FIG. 34 illustrates the acquisition of a sensor value into the Controlelement of the systems and methods for generation and management of massair flow. The illustrative example is of a pressure sensor that convertsthe raw sensor response into a useful digital or analog representationthat may subsequently be transferred into the control domain for actionand processing. Thus, the handling of sensor functions can be dividedbetween elements of the invention and external components at the usefulconvenience of the instantiation of the embodiment.

FIG. 35 has the illustrative example sensor, for pressure, communicatingwith the Control element via a sensor, or sensor data, multiplexorinterface.

FIG. 36 has the illustrative example sensor, for pressure, communicatingwith the Control element via a local application platform network. Thus,the illustrations are showing that multiple communications media,methods, and connections can be used with interfacing and connectionfunctionality divided between elements of the invention and externalcomponents at the useful convenience of the instantiation of theembodiment.

FIG. 37 is the interconnection of the local platform application controlunits to the Control element. The illustrative example shows an enginecontrol unit, or a fuel management system control unit, connected via anengine network to the Control element. Other embodiments may alsointerface to a plurality of other controls such as emissions controls,entertainment controls, suspension controls, drive train controls, powermanagement controls, lighting controls, passenger comfort controls,security controls, or monitors as needed for the efficient and effectivecontrol of the particular embodiment.

FIG. 38 shows an exemplary interconnection of indirect controls to theControl element of the systems and methods for generation and managementof mass air flow. The illustrative example shows other controlsincluding, for example, Passenger Comfort, Suspension, or Fuel Level,connection via another control or diagnostics unit that then sends thedata onwards to the controller. Although the fuel level (or electricalcapacity as an example) that may be useful in managing the system'spower usage is not normally available directly to the Control element ofthe invention; it may be available to another control or diagnosticsunit that can provide an access point by which said data can be conveyedto the Control element. The Control element may then perform a pluralityof functions on the data that includes process, act, store, retrieve,and communicate said data. Illustrations of these indirect controls(that can also be connected more directly to the Control Element of theembodiments of the invention in alternate embodiments) includeaccelerometers, global position tracking, vehicle weight on wheels,ambient lighting conditions, vehicle total power consumption, or batterycycling, age, charge state information, etc.

FIG. 39 shows an example of the interconnection of indirect controls tothe Control element. Like FIG. 38, this figure is an illustrativeexample of the connection of the Control element with the control,diagnostics, or other data unit in the application platform (shown asconnected via a controls interface and a transmission media). This maybe accomplished by a plurality of the wide range of transmission media,transmission protocols, and transmission physical senders and receivers.

FIG. 40 is like FIG. 36, but includes the addition of the electrical andcommunications methods to access desired data via local network, or bus,monitoring. This monitoring (sometimes called ‘snooping’) allows a lesscostly interconnection of an embodiment of the invention. The passiveobservation of the data traffic in the device can be used by the Controlelement to dynamically alter the behavior of embodiments of theinvention.

FIG. 41 shows an example of an interconnection from identification ormetadata sources in the local application platform to the Controlelement. Identification or metadata sources in the local applicationplatform are the values such as those representing the model, serialnumber, version, configuration management, manufacturing source,engineering control, performance values, data configuration, connection,security, power management, capabilities, or capacities of the otherfunctional elements in the local application platform. A plurality ofthese data elements can be used by a specific instantiation of anembodiment for the control, monitoring, and behavioral management of theinvention. These data elements may also be accessed, for the localinvention, directly by the Control element.

FIG. 42 shows an example of the interconnection from a diagnostic,archive, data logging, or other stored data values within the localapplication platform. Stored data such as the times of the last platformoperations, operating status, last known configuration or behavioralsettings, set points, sensor configuration, diagnostic state, length ofoperation, duration of run, prior error conditions seen by the device,and conditions of other platform elements can be used by the Controlelement in managing and controlling embodiments of the invention.

FIG. 43 shows an example of the interconnection of User Profile datawith the Control element via a communication media such as a network.User Profile data is a set of data that provides parameters, set points,operating protocols, limits, behavioral directives, and startup datavalues for the optimal operation of the embodiment. The Control elementmay access this information, to dynamically control the behavior ofembodiments of the invention.

FIG. 44 shows an example of the interconnection of User Profile datawith the Control element directly into the unit. This provides asimplified case for alternate embodiments of the invention from the morecomplex case in FIG. 43.

FIG. 45 shows an example of the interconnection of emissions sensor datawith the Control element via a network interface. As an illustrativeexample the provision of additional air charging for use by a catalyticconverter, emissions gas recirculation, or other emissions function theControl element can thus has data to determine the optimal dynamicbehavior of embodiments of the invention.

FIG. 46 is an exemplary interconnection of a predictive unit with theControl element via a network interface. The illustrative example showsthe availability of prediction data to the Control element. Predictiondata may be produced from a variety of methods, such as historicalpatterns (as an example, normal length of drive or number of aircharging events in a time period), hyper-real time predictions based onsensor and behavioral data, or defined parameters allowing predictions(such as the appropriate optimal settings for operations during startup,shutdown, maintenance, diagnostic, or specific operating profiles). Theaccess to this data may thus allows the Control element to manageelements such as rotating assemblies, power consumption, data access, orflow management (inlets, outlets, operating set points, operatingrotational controls) on a dynamic basis.

FIG. 47 shows an example interconnection of human input through a userinterface, and then via a plurality of communications media, protocols,and connections present; to the Control element. The human input can beused to dynamically control the instantiation of the invention.

Exemplary applications include, but are not limited to:

1. Active Drive Trains: that may use an air charging subsystem to managethe availability of torque to the engine for dead stop take offs ortransitions between drive train (“shift”) states; and heavy engine loadconditions, such as going up a steep hill;

2. Active Suspension: that may use an air charging subsystem to presetsuspension characteristics for ‘lags’ in acceleration;

3. Fuel/ignition management: that may use an air charging subsystem tohandle flexible fuel (Ethanol, gasoline, diesel, natural gas, hydrogen,or combination fuels) in the same engine by dynamic air chargingconfiguration;

4. Emissions controls: that may use the air charging subsystem to handlethe needs for additional air flows (such as Engine Gas Recirculation,Emissions cooling, pre heating of catalytic converters, activefiltration or emissions heating);

5. Electrical management: that may use an air charging subsystem tohandle the needs to reduce battery demand during combustion engineoperations or to add additional performance to power generation capacitywhile in a demand mode for combustion engine operation or to act inmanaging overall power supply, capacity, and expenditure;

6. Environmental sensing: that may use an air charging subsystem tohandle the effects of very cold conditions on battery performance,engine fuel burning temperature performance, or for supplying noncombustion heat to vehicular components;

7. Active braking: that may use the air charging subsystem toefficiently add power for electrical generation in the engine forpowered (magnetic or friction) braking of the vehicle.

8. Dynamic Engine Management can use the air charging subsystem to addpressurized air intake or exhaust as needed to optimize engineconfiguration of mechanical functions (such as engine cycleconfiguration, operation of engine cycle components, and pneumaticcontrols); and 9. Environmental Management: that may use an air chargingsubsystem to add warm air to a passenger or cargo compartment prior toelectrical or combustion based heating. This can also be used to warmbatteries for better performance in cold conditions. This can also beused to cool batteries with airflow for better performance in hotconditions.

10. Active brake cooling can use the air charging subsystem to blow airacross the brakes thereby providing a cooling effect and providing ameans for cleaning the brakes under limited soiling circumstances.

11. An embodiment could be employed to generate large number of bubblesfor an instantiation where the heat and bubbles were used to oppose theformation of ice onto surfaces.

12. An embodiment could be employed to generate a lowered plenumpressure in an area where a negative pressure should be maintained forcleanliness purposes.

These applications use two features of an embodiment of theinvention: 1) the use of a compressive capacity that heats the air whilegenerating the mass air flow, and 2) the capability of the controlmodule of the embodiment to act autonomously, in integration, or underthe control of an external management capability.

Common to all of the preferred embodiments of the invention are thespecific capabilities providing a comprehensive range of apparatusmanagement of power (power consumption and capacity), air chargingmechanism management (electric motor subassembly management of therotating subassembly, inlet/outlet active management features, anddynamic management of fluid flow), and capabilities and capacity toconsider sensor, control, and stored information to function in acomplex operating environment.

Another capability or capacity of the apparatus is the functioning ofthe device in a safe manner with an incorporated set of features toprotect the device, operating environment, and human users. Examples ofa plurality of features incorporated through the elements composing theinvention are safety limits (illustrated by current limiting in thePower Module or operating thermal limits hot and cold for the rotatingassembly), sequences of behavior to limit possibly hazardous conditions(illustrated by self-shutdown of the rotating assembly, distinct startupsequences in response to environment conditions, fail-safe settings forinlets and outlets in the event of missing or invalid sensor data)(sometimes called safety protocols), element controls for components ofthe inventions (illustrated by turning off power to network interfaceconnections if repeatedly creating network errors on operations),indicators and annunciators (illustrative means such as visual, audible,tactile, or via connections) of the status of the device, safetyoptimization rules (illustrated by reduction of functionality torestricted levels to conserve power to maintain limited operationsinstead of a total functional shutdown), data logging and archiving(illustrated by storage and archiving of operating states, events,durations, commands, or other diagnostic information duringmanufacturing test, field test, diagnostic test, or on command from anexternal control unit), regulatory compliance restrictions (illustratedby rejection of operating conditions that would create a regulatorycompliance exception, tracking of regulatory compliance exceptions, orstoring compliance measurements), and self-management of the device(illustrated by rejection of an invalid set point, conflicting operatingparameters, or rejection of commands that could create a hazardcondition).

Embodiments of the invention may differ in their specifics, butexemplary embodiments of the invention may incorporate a plurality offeatures that are an innovative exploitation of, for example, theavailable sensor, fine motor control, and power management capabilities.These features can include the management of the device (includinginlet, outlet, and air effector management) to reduce or restrictoperations in surge or stall conditions. In an analogous fashion to theoperation of anti-skid brakes or anti-slip transmission features thecontrol elements of the invention's embodiments can manage a pluralityof the features of the embodiment (including inlet, outlet, airflow, aireffector, and power management) to maintain the effective levels ofoperation possible to the device within its targeted operating profile.The active management of the features present in an embodiment of theinvention also support device capabilities of self-protecting theapparatus from operating conditions possibly harmful to the device (suchas extended operations at levels with certain harmonics, or operationsat levels with high vibration or shock conditions, or operations atlevels damaging to the recipient of the outflow, or operations wherepower consumption would cause negative effects). The power managementmodule present in an exemplary embodiment may also provide for thefunctional enablement of safety and protection features of the devicesuch as management of power consumption for safe operation of the powerstorage module, management of power consumption for safe operation ofthe larger battery/power storage module in the application (such as ahybrid battery or fuel cell), protection for the device againstelectrical quality concerns (such as sags, surges, fade, spikes, ordrops in supply), and management of the device for the application(illustrated by preferences for the operation of the platform overpassenger comfort without an override).

Operation of the embodiments of the invention may occur under a profileof usage. The use of stored profiles of usage for embodiments of theinvention provides specific benefits not available to other conventionalsystems or elements. The basic concept of a stored profile can be foundin a wide variety of implementations in both vehicular and non-vehicularimplementations. Some of the novel and innovative aspects of theapplication of profiles to the embodiments of the present invention mayinclude the availability of the extent and capabilities of profiles fromhigh level operating strategies through low level motor controls. Aprofile for an embodiment of the invention may include a plurality ofparameters, set points, configuration information, operatingcapabilities, communications sequences and interactions, data handlingrules, data storage requirements, security information, storedprocessing codes, stored objects, encoded personal data, locationinformation, optimization priorities, operating user preferences,maintenance state, operating constraints, and regulatory requirements.

The storage, communication, and processing of these profiles can beaccomplished with a wide variety of extant representations, media,communications methods and apparatus, processing modules, interpretationmethods, storage media, storage handling, integrity, validity, andsecurity methods, encodings, encryption, partial or complete retrievals,partial or complete storage, constructions, version and configurationcontrols, external representations, translations, and dynamicalgorithmic transformations.

The operational application of profiles in the embodiments of theinvention can include both the retrieval, storage, and processing of thenumeric, measurement values, textual, or selection indicators for use bythe control element of embodiments of the invention, and the dynamicchanges and modifications of the profiles that may occur during normal,and abnormal, functions applied to the storage, representation, andtranslations of the profile components. Profiles in the context of theinvention applies to all of the representations, storage, and processingof the individual, and collective, numerical, measurement, textual, orselection indicators at any point in their existence and handling.

“Parameters” can be a plurality of numerical, measurement values, orselection indicators for use by the control element of embodiments ofthe invention. The parameters cover the requirements of the controlelement of the embodiments of the invention to properly control theapparatus. The parameters may vary based on the instantiation of theembodiment, but can include a plurality of motor parameters (e.g.,startup, shutdown, motor electrical interfacing, motor rotationalcharacteristics, motor electrical consumption, diagnostic and errorconditions, availability of diagnostic or configuration information viaseparate motor interfacing, motor type, motor electrical configurationof windings/poles, motor thermal characteristics, motor response curves,motor efficiency, motor safety responses, motor safe operation, andothers), measurement and sensor translation values (such as conversionsfrom thermocouples or pressure sensors to data ranges normally used bythe control element, sensor conversion values for external sensors, orother information), and other such values.

“Set points” can be a plurality of numerical, measurement values, orselected operating labels for use by the control element of theembodiments of the invention. The set points cover the dynamic operatingvalues that the control element of the embodiments of the inventionapplies to the consistent operation of the device. The set points mayvary based on the instantiation of the embodiment, but can include aplurality of the values such as idle rotational speeds, minimumoperating speeds, tables of operating speeds against ambient temperatureor pressure, minimal or maximal temperatures, minimal or maximalpressures, minimal or maximal speeds for conditions of other componentsin the apparatus, a table of normal operating conditions known as ‘low’,‘medium’, ‘high’ (or other labeled operating conditions uniform betweenprofiles, but having different set point values), tables of operatingvalues for different power store levels, tables of operating values fordifferent power store types, tables of operating values for differentpower store discharge rates, tables of operating values for differentpower consumption rates, or other such values.

“Configuration Information” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The configurationinformation covers the static and dynamic operating values that thecontrol element of the embodiments of the invention applies to theconsistent operation of the device. The configuration information mayvary based on the instantiation of the embodiment, but can include aplurality of the values that identify the components, versions, orengineering controls; that identify the number of components present andtheir capacities or capabilities as needed by the control element; theconfiguration possibilities for the correct interoperation of the devicewith its application (such as requirements for other information, deviceconfiguration, number and type of other elements present, orrequirements for proper operations); the information labeling othercollections of data useful for handling external (human or apparatusdriven functions) functions (such as warranty, factory records, minimumtraining or certification requirements for safe maintenance,compatibility with replacement parts, or other labels); and other suchvalues.

“Operating Capabilities” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The operating capabilitiesmay vary based on the instantiation of the embodiment, but can include aplurality of the values that the control element of the embodiments ofthe invention applies to the consistent operation of the device. Theoperating capabilities can include the non-sensor information thatidentifies controls for the inlet and outlet controls (active orpassive), the static operating demands for the behavior of the apparatus(such as the presence or absence of a connection to a secondary airinjection requirement), the fault tolerance element presence or absence(redundant modules, redundant air effectors and motors, absent backuppower storage modules, redundant human interfaces, redundant support formultiple external diagnostic interfaces, and others), the static ordynamic condition of air inlets and outlets, the static or dynamiccondition of filters; the static or dynamic condition of sensors,communications methods and apparatus connections.

“Communications sequences and interactions” can be a plurality ofnumerical, measurement values, textual, or selected operating labels foruse by the control element of the embodiments of the invention. Thecommunications sequences and interactions cover the dynamic operatingvalues that the control element of the embodiments of the inventionapplies to the consistent operation of the device. The communicationssequences and interactions may vary based on the instantiation of theembodiment, but can include a plurality of the values illustrated bycommunications timeouts, sequencing of protocols to be used duringoperations, sequences of data transmission, error handling codes forcommunications integrity checking, encryption keys, encryption algorithmidentification, communications media checking and preferences,communications protocols, identification values for broadcast orcommunications interconnections, availability of communicationsfunctions such as diagnostic data retrieval, data communicationsarchiving, or control and diagnostic interactions.

“Data handling rules” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The data handling rulescovers the dynamic operating values that the control element of theembodiments of the invention applies to the consistent operation of thedevice. The data handling rules may vary based on the instantiation ofthe embodiment, but can include a plurality of the values covering datalogging intervals, data logging contents, responses to diagnostic dataretrieval requests, data archiving, event logging, sensor valuehandling, power component characteristics, and handling values for otherapplication platform needs.

“Data storage requirements” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The data storagerequirements cover the dynamic operating values that the control elementof the embodiments of the invention applies to the consistent operationof the device. The data storage requirements may vary based on theinstantiation of the embodiment, but can include a plurality of thevalues and operations related to size and speed of the available datastore; the capacity for logging, archiving, and redundant storagefunctions; the data organization and data structure of stored numerical,measurement values, textual, or label data, representation, andstructural information; data storage sequences, events, connections, andinteractions.

“Security information” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The security informationcovers the dynamic operating values that the control element of theembodiments of the invention applies to the consistent operation of thedevice. The security information may vary based on the instantiation ofthe embodiment, but can include a plurality of the values such asencryption keys, identities, authentication sequences, access controls,functional controls, integrity checking, validity checking, andconformance. The purposes of the security information handling are tocontrol knowledge, access, integrity, validity, and conformance forfunctions such as factory testing, diagnostics, warranties, protectionsagainst stolen or misappropriated devices, protections against access ofinformation when not controlled, operational integrity, valid operatingcombinations, maintenance access, modification and reconfigurationcontrols, and conformance to specifications.

“Stored processing codes” can be a plurality of numerical, proceduralvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The stored processing codescover the dynamic operations that the control element of the embodimentsof the invention applies to the conduct of the device. The storedprocessing codes may vary based on the instantiation of the embodiment,but can include a plurality of the functional representations used tostore the events, flow of events, evaluations, calculations, and datamanagement during the conduct of operations. The availability in theprofiles of stored processing codes supports the extension of functionsof the control element, and other apparatus components, by the abilityto statically or dynamically add, change, delete, access, or copy thepre-existing processing codes. The profile provides a specific mechanismand functionality to update, reduce, extend, copy, validate, verify, orreplace processing codes in the control element, or other componentelements, or the apparatus that embodies the invention.

“Stored objects” can be a plurality of stored data, stored processingcodes, configuration information, security information, encoded personaldata, or other profile representations stored as objects for use by thecontrol element of the embodiments of the invention. The stored objectscovers the static and dynamic operating objects that the control elementof the embodiments of the invention applies to the consistent operationof the device. The maintenance state may vary based on the instantiationof the embodiment, but can include a plurality of the objects stored asone or more parts of the profile. Thus, a profile consists of a varietyof collections of stored objects that can be statically or dynamicallyhandled and processed during the normal functions of the control elementof the embodiments or the invention or by components of the embodimentsof the invention depending on the instantiation of the invention.

“Encoded personal data” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The encoded personal datacovers the data that the end user or device operator of the embodimentsof the invention applies to the presence in the apparatus. The encodedpersonal data may vary based on the instantiation of the embodiment, butcan include a plurality of the data such as identification of asset theapparatus is attached to, the routing for retrieved stored data,identification of the data handling of archived or logged measurementvalues and operating information, batch or group identification formultiple apparatus, lot tracking information, materials or disposalhandling, and other such data.

“Location information” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The location informationcovers the dynamic operating values that the control element of theembodiments of the invention applies to the consistent operation of thedevice. The location information may vary based on the instantiation ofthe embodiment, but can include a plurality of the values useful to theembodiments of the invention such as current location, route planning,energy plan for routing, operational plans for device functions onroute, route and time dependencies, or such other data. The purposes ofthe location information for the control element may be to allow theoptimization priorities for the apparatus to be acted upon. Thus, theknowledge of a long uphill grade at a certain part of a forthcomingroute can allow the control element of the apparatus to plan for theenergy consumed during that part of the route (longer and higher leveloperations of an air charging device in this example). In analogousfashion, a long downhill grade with regenerative recapture of the energyin a hybrid vehicle thus allow higher levels of battery warming orpassenger comfort operations during that part of the route. Routing andtime dependencies can provide for additional air charging fordual-transmission vehicles allowing higher performance from thecombustion engine component in order to adjust speeds on a longer tripto reach a destination in a time period. For very short runs the needfor passenger comfort may outweigh the need for conserving powercapacity. For long runs the need for battery warming may exceed that ofair charging. The availability of location information to the Controlunit of the embodiment of invention enables this capabilities andfunctions when needed.

“Optimization priorities” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The optimization prioritiescover the dynamic operating values that the control element of theembodiments of the invention applies to the operation of the device. Theoptimization priorities may vary based on the instantiation of theembodiment, but can include a plurality of the values that allowoperation of the device supporting a variety of optimizations. Anembodiment of the apparatus can always be composed where the safetyfeatures of the apparatus and method are always the highest automaticpriority for the device. In alternative embodiments the conservation ofpower capacity, the ability to reach a destination at certain time, themaintenance of comfort for passengers, cargo, or vehicle components, orthe need for internal combustion engine fuel can be priorities forcontrol of the apparatus at the lowest level. An additional illustrationof an optimization priority is providing a choice to the platform humanuser between cabin comfort and environmental emissions levels; orbetween depletion of electrical capacity and fuel capacity. In thesecases the optimization priorities can be dynamically modified by human(as part of an informed decision) or application systems intervention inpre-selected types of conduct.

“Operating user preferences” can be a plurality of numerical,measurement values, textual, or selected operating labels for use by thecontrol element of the embodiments of the invention. The operating userpreferences cover the dynamic operating values that the control elementof the embodiments of the invention applies to the consistent operationof the device. The operating user preferences may vary based on theinstantiation of the embodiment, but can include a plurality of thesensor, pre-selection, and automated selection of the optimizationpriorities, operating constraints, and operating profiles to be appliedat specific instances by the Control element. The functions addressedare the identification, selection, and initiation of the profile in theoperations controlled by the Control element. Further, the switching,adding, deleting, modification, updating, replacement, ortranslation/transformation of profiles in response sensor,pre-selection, or automated selection is also a function of the Controlelement of the invention.

“Maintenance state” can be a plurality of numerical, measurement values,textual, or selected operating labels for use by the control element ofthe embodiments of the invention. The maintenance state covers thedynamic operating values that the control element of the embodiments ofthe invention applies to the consistent operation of the device. Themaintenance state may vary based on the instantiation of the embodiment,but can include a plurality of the values for functions of the apparatusand methods for hot swapping components of the apparatus, the ability tobypass certain operating constraints, regulatory requirements,optimization priorities, sensor measurements, or conformancerequirements such that a qualified user can access the functionality ofthe device in a secure access controlled manner.

“Operating constraints” can be a plurality of numerical, measurementvalues, or selected operating labels for use by the control element ofthe embodiments of the invention. The operating constraints cover thedynamic operating values that the control element of the embodiments ofthe invention applies to the consistent operation of the device. Theoperating constraints may vary based on the instantiation of theembodiment, but can include a plurality of the values time or calendarvalues (such as those limiting the hours of the day, days of the week,duration in hours, duration in days, other bounding values), values forminimal and maximal limits of continuous operations, values for minimalor maximal apparatus behaviors in normal or abnormal conditions (such aspre-run, after-run, maintenance cycles, diagnostic cycles, or inoverride conditions), values for consistent operations (illustrated bycompatibility with other configuration information, regulatoryrequirements, or air charging requirements), and other information.

“Regulatory requirements” can be a plurality of numerical, measurementvalues, textual, or selected operating labels for use by the controlelement of the embodiments of the invention. The regulatory requirementscover the dynamic operating values that the control element of theembodiments of the invention applies to the consistent operation of thedevice. The regulatory requirements may vary based on the instantiationof the embodiment, but can include a plurality of the values thatdelimit the operating states or operating requirements of the apparatus.The regulatory requirements may include a plurality of requirements suchas minimum/maximum operating elapsed times, minimum/maximum operatingtemperatures, minimum/maximum operating pressures, average performanceover a defined interval of time or elapsed time, minimum/maximumoperating components functional, minimum/maximum data logging,minimum/maximum operator interactions, and other such data.

The usefulness of these profiles can be illustrated by the followingexamples, but the scope and coverage of the embodiments of the inventionare not limited to these examples.

In a simple embodiment for a propulsion vehicle a human operator of theapparatus and methods might select between ‘high performance’, ‘bestenergy conservation’, ‘most comfortable’, or ‘regulatory testing’profiles, for example.

In a complex embodiment for a hybrid propulsion vehicle having multiplepower stores, the profiles might be applied, and changed, fordependencies of vehicle routing, ambient conditions, power store status,levels of available internal combustion fuel, fuel mixture, userpreferences, and the like.

The air charging mechanism (subsystem where the embodiment isimplemented) effects on engine performance are such that a smallerengine may be used where a larger, heavier, or higher fuel-consumptionengine may otherwise have been required. The vehicle designers,operators, or managers can also select the usage pattern, controlpoints, performance trade-offs, and other characteristics of the vehicleoperations depending on what features, energy usage, and/or controls areappropriate at design, deployment, or in dynamic operation of thevehicle.

The extant trend to flexible fuel vehicles (which may be particularlyimportant in emerging world markets) allows a wider range of fuelcapabilities because the mass air flow device air chargingcharacteristics allow for fuels such as ethanol (with, for example, a9.1:1 by weight stoichiometric ratio), E85 (9.7:1), gasoline (14.7:1),or natural gas (17:1) to be combusted. This range (of over 80% variance)is even more complex when environmental (such as outside temperature),operating history (engine status), fuel blend (that may be a combinationof fuels), or operating needs (high altitude, high demand, low demand)are factored into vehicle management on a dynamic basis. The ability(reliability) to operate the vehicle may depend on the ability of theair charging subsystem to supply appropriate amounts of air whenattempting to operate on specific fuels and conditions.

The application of the invention's mass air flow devices into a hybrid,plug-in, or electrical vehicle (see e.g., FIGS. 28-30) may be especiallybeneficial because it enables operating possibilities and performancecharacteristics not easily achieved by even combinations of otherdevices.

Another feature of exemplary embodiments of the present inventionincludes the flexibility and capability of the mass flow device tointeract with the external controls and environment in ways notpreviously available. For example, earlier attempts at high velocitymass air moving devices were limited in many situations to simply beingturned on or off by a switch control. Other devices were limited to aset palette of operating flows or very limited operating cycles. Thelimitations from these earlier devices were often due to immediatelyavailable power, lack of sensory or control inputs, or highlyconstrained motor control functions.

The various embodiments of the invention may include a plurality of thefeatures documented here, but many different combinations are possibledue to the ability to “soft configure” the device at design,manufacturing, and/or in the field. The ability to customize theconfiguration of the device while using the same base physicalcomponents (such as, for example, the motor, connectors, physicalfittings, etc.) also are advantageous to the control of design costs(e.g., using high levels of reuse, design for configuration, design forcustomization, and component design for design cost control), controlmanufacturing costs (e.g., common components, design for manufacturing,integrated features for test management, integrated features formanufacturability, integrated features for mass customization inmanufacturing, integrated features for quality assurance), and in thefield (e.g., common replaceable components, design for field service,integrated self-test features, integrated self-protection features,integrated features for field service quality assurance, and integratedfeatures for field flexibility).

The interactions of the different embodiments of the invention mayinclude several categories of interactions. These exemplary categoriesare not mutually exclusive, nor are the embodiments limited to a subsetof the interactions. Depending on the embodiment, the invention may becapable, with appropriate control flows, of operating in any, or all, ofthe described interactions with full capability (or a subset asrequired).

The interactions of the mass flow device can occur in both direct (e.g.,control flows, signals, or switching) and indirect (e.g., power states,sensor inputs, common actuator states, broadcast data bus/transportmessages) methods. The interactions can occur as conditional requests,preemptory commands, and/or as informational status only. Note thatexample messages may be dependent on implementation and any specificdevice embodiment may handle interactions in a manner consistent withthe specific implementation and product environment.

The table below illustrates exemplary interactions:

Interaction Direct- Description Indirect Interaction Examples ControlFlow Direct Conditional Report Power Module State, Request Bring UpCheck Control Flow Direct Preemptory Set mass air flow desired, CommandTurn Device Off Control Flow Direct Informational Power availabilityHigh Status Accelerating Stopping Parked-Idle Control Flow DirectPreemptory Enter diagnostic mode Command Control Flow Direct ConditionalReport history of operation Request Control Flow Direct PreemptoryChange operating customization or Command configuration Control FlowDirect Informational Sensors available Status Signals Direct Change inChange to Performance profile Profile Change to Energy Saver profileChange to City Profile Change to High Altitude Profile Signals DirectPreemptory Entering external power module Command recharge SignalsDirect Conditional Generate heated airflow if possible Request SwitchingDirect On/Off Power feed from external power goes to zero SwitchingDirect Informational Going from external power generator Status tostored power Power State Indirect Informational Power Current availableis reduced (measured by device sensor) Power Current available isreduced (external bus message from external power unit) Power StateIndirect Preemptory External bus interface issues power Command resetPower State Indirect Conditional Broadcast external bus message Requestrequesting power consumption to be reduced if possible Sensor InputsIndirect Informational High Temperature Conditions Status LowTemperature Conditions Overpressure Condition Underpressure ConditionSensor Inputs Indirect Conditional Local energy cell reports 50% Requestavailable capacity Sensor Input Indirect Conditional Local energy cellreports fully Request charged Sensor Input Indirect Preemptory Localenergy cell reports zero Command available capacity Common actuatorIndirect Preemptory Outflow actuator set to waste gate state Commandoutput until needed Common Actuator Indirect Conditional Inflow closeddue to obstruction - state Request reduce operation if needed Broadcastmessages Indirect Preemptory Retransmit - last message had an Commanderror Broadcast message Indirect Conditional Selective Rollcall fordevices Request Report any warning or diagnostic messages Report anyfault conditions

Exemplary categories of interactions between the various mass flowdevice embodiments and the external include:

Interaction Description Example None Isolated Unit Predefined On/Off AirFlow Cycle External Power Up/Down Controlled for specific Switchedoperating cycle by On/Off external control flow Independent Operateswithout Uses own sensors to outside direction determine if mass air flowof controls flushing is required Uses own controllers to operate simpleor complex cycling of mass air flows Independent - Operates with Sensorsshared with other Indirect indirect sensor devices that trigger mass airor control flow flows when needed (such as information emergencyfailover) Triggered by low temperature sensors that other devices needsupportive heated air flows Independent - Operates indepen- Operatesindependently Informational dently but supplying intake and providesinfor- outflow information to mation to other devices other devicesOperates independently for history, while supplying operatingdiagnostics, conditions, sensor readings, and operations and diagnosticinformation to other devices Fully Controlled Under control of engineIntegrated completely by management, or Slave external HVACenvironmental management unit controller Fully Operates underCooperating with fuel and Integrated highly autonomous environmentalmanagement Peer management with controllers, or | information and HVACenvironmental units control requests distributed in a facility fromother devices

None Category of Interaction:

An exemplary embodiment of the “None” category of interactions mayinclude uses of the high velocity mass flow device for ventilationpurposes. For many types of this use, the high velocity mass flow devicemay be coupled to an inflow and outflow that directs the mass air flowto or from the compartment. Operations run either until stopped by anoperator or sensors indicate that the function is complete or needs tobe halted for other (such as, for example, diagnostic failure) reasons.

External Switched Category of Interaction:

An exemplary embodiment of the “External Switched” category may includea power up/down interaction where the external power supplied to theunit may be controlled by the external application. A simple applicationoccurs when an “automated warming” or an “automated inflator” functionis initiated by an external control application to refresh air in anotherwise overheated passenger compartment. The external controller(such as a climate control module for the passenger compartment)switches the mass flow device by Power Up/Down supplied to the device.Operations may run either until stopped by this external switching orbecause of other reasons (such as, for example, reaching a pre-set runtime or diagnostic failure).

Independent Category of Interaction:

An exemplary embodiment of the “Independent” operation includes anapplication wherein the mass flow device may be deployed to act as amass air flow for flushing a specified compartment on a self controlledbasis. The device' sensors may act to trigger a control flow thatinitiates a mass air flow flush (for example, to expel unwantedconcentrations of gas or particles). Operations may run until apreprogrammed operating cycle is completed or until other conditions arereached (such as, for example, sensors reporting a clearance state,diagnostic failure, or low power conditions). An example of thisembodiment is flushing all of the too warm or too cold air from avehicular compartment (battery or passenger) on a fixed basis, or topurge accumulated gaseous by-products as part of preset operatingprofile.

Independent—Indirect Category of Interaction:

An exemplary embodiment of the “Independent—Indirect” operation mayinclude a mass flow device deployed in concert with other devices in anenvironmental control situation or in an environmental protection rolefor sensitive equipment (such as, for example, batteries,instrumentation, etc.). Sensors hooked into the communications interface(external) from the device that detect a state that requires theapplication of a mass air flow are then acted in response by the massflow device. An example of this sensing state includes the failure ofanother mass air flow device or a falling temperature. This statesensing then triggers operations of the device to provide a mass airflow (that will act as a heat transfer due to the compressive heating ofthe creation of the pressurized flow) to support the requiredenvironment. Operations may run a condition such as those that show thesensor data is now within control limits without the operation of theembodiment, that the state of power support is inadequate, or until apreprogrammed operating cycle is complete.

Independent—Informational Category of Interaction:

An exemplary embodiment of the “Independent—Informational” applicationof the mass flow device occurs when the embodiment is in direct control(and possibly in sole interface) to sensors in the air flow path (e.g.,intake, and outflow, or, onto other elements of environment hooked tothe external data interface) or other data flows in the environment(such as, for example, control states, power information, or operatingprofiles based on time, events, or sequences). The device is responsiblefor interpreting and acting upon the received sensor or data flows andconducting operations in response that may be a simple operating cycle,or a complex algorithmic response, or a heuristic control systemprocess. Autonomous operations in response to the sensor or data flowscan be monitored, recorded, or relayed to other devices, managementreporting systems, maintenance stations, archival recording devices, orother readouts and storage as may be required. Additional control flows,data flows, and sensor relay may occur in addition as in those operatingmodes where the embodiment acts as a primary management controller in alarger environment. Operations may continue until sensor inputs,operating profiles, local power switching, or other indications causethe embodiment to discontinue operations.

Fully Integrated Slave Category of Interaction:

An exemplary embodiment of the “Fully Integrated Slave” application ofthe mass flow device occurs when the embodiment is under the directcontrol of an external management unit that controls the starting andstopping of the unit (with local exceptions in the embodiment toself-management directives), conduct of operations (includingapplication of, for example, preset profiles, operating controlstrategies, and feedback driven controls), and provide data (such as,for example, diagnostic, sensor, operating, or status information). Theexternal management may be responsible for directly commanding the unitto perform operations (even though it may be acting on sensorinformation provided by the embodiment or by status information relatedto the state of power module activity). The operations of the embodimentmay continue until the unit completes the commanded operations (that mayreturn it to a specific operating mode, such as continuing to relaysensor data), the embodiment acts under self-management directives (suchas, for example, to fault and cease operations in self-protection or dueto conditions where damage would result to the embodiment, persons, orsurrounding devices), the embodiment is commanded by the externalmanagement via a control flow to interrupt operations, or untilinsufficient power is available to operate.

Fully Integrated Peer Category of Interaction:

An exemplary embodiment of the “Fully Integrated Peer” application ofthe mass flow device may occur when the embodiment is operating bothunder the control of an external management controller (in similarfashion to all of the functions described for the “Fully IntegratedSlave” category of interaction) while in addition the unit pursuesindependent operations as previously established for the unit (forexample, conducting self-diagnostic checks and “warm up” actions whenthe embodiment first receives power or has idle functional time). Theunit may be responsible for arbitrating both the Requested Functions,Preemptory Commands, and responding to direct and indirect signals andflows (e.g., data, control, or sensor) that may occur. The unit isresponsible for maintaining operations under a set of strategies (suchas, for example, profiles, operating modes, and information actions suchas those found in the “Independent—Informational” interaction category).The complexity of actions of the device in the “Fully Integrated Peer”category of interaction may be determined based on the particularapplication in which the device may be operating such as, for example,with heuristic, pre-planned, or control-loop response strategies. Thefunctions that provide information to outside devices (directly via theexternal data and control flows interface or indirectly via sensorinformation that is shared/relayed/available) may continue as controlledby the embodiment.

The following are exemplary engine and vehicle applications in which themass flow device may be used and/or incorporated. Exemplary applicationsinclude:

I. IC Engine/Fuel Types:

1. Gasoline:

Gasoline engines benefit from reduced pumping losses with positiveintake pressure. Active control of intake air pressure optimizescombustion efficiency at varying engine speeds and under wide rangingambient pressure and temperature conditions.

2. Diesel/Biodiesel:

In addition to benefits for gasoline engines, compression of intake aircharge provides heat for starting and running at low ambienttemperatures. Active control of intake air pressure and temperatureoptimizes combustion under various mixes of traditional and bio-derivedfuels. On-demand pressurized intake charge reduces particulate (smoke)emissions by optimizing combustion under acceleration.

3. Ethanol:

Active control of intake mass air flow allows for most efficientcombustion of pure ethanol or intermediate gasoline/ethanol blends.Heated intake charge aids fuel vaporization for engine operation at lowambient temperatures. Additional mass air flow allows for fullcombustion of larger volume of ethanol as required to produce equivalentpower to gasoline fuels.

4. Natural Gas:

Active control of intake mass air flow allows for precise optimizationof lean-burn or stoichiometric combustion of natural gas blends ofvarying gas compositions. Increased mass air delivery increases maximumpower available from natural gas fuels.

5. Hydrogen:

Increased mass air flow to engine allows for complete combustion understoichiometric conditions requiring significantly more airflow thantraditional fuels. Compressed intake flow compensates for volume ofcombustion chamber displaced by gaseous hydrogen fuel. It has been shownthat the stoichiometric or chemically correct A/F ratio for the completecombustion of hydrogen in air is about 34:1 by mass. This means that forcomplete combustion under normal operating conditions, 34 pounds of airare required for every pound of hydrogen. This is much higher than the14.7:1 A/F ratio required for gasoline.

Due to hydrogen's low ignition energy limit, igniting hydrogen may beeasy and gasoline ignition systems can be used. At very lean A/F ratios(e.g., about 130:1 to about 180:1) the flame velocity may be reducedconsiderably and the use of a dual spark plug system may be preferred.Also, hydrogen engines are typically designed to use about twice as muchair as theoretically required for complete combustion. At this A/Fratio, the formation of NOx may be reduced to near zero. Unfortunately,this also reduces the power out-put to about half that of a similarlysized gasoline engine. To make up for the power loss, hydrogen enginesmay be larger than gasoline engines, and/or may be equipped with a massflow device.

6. Hydrogen Fuel-Cell:

In a hydrogen fuel-cell vehicle a recognized concern is the ability ofthe vehicle to operate in cold-weather/ambient conditions. Theembodiment of the invention can be applied to the direct realization ofthese goals. The unique and innovative features of the invention, inthese two embodiments, are the provision of a fuel cell warmer that doesnot depend on electrical resistive heating while providing warm air forother purposes, a fuel cell cooler that also has unique and innovativefeatures, and that the control and management of air moving devices areunder the control of an apparatus that can either manage, be managed, orjointly manage the provision of heating and cooling to the fuel cellapparatus. Specifically, the fuel cell warmer uses a compressive heatingmechanism, instead of a resistive electrical element, that also cancycle warm air for passenger or cargo comfort. The fuel cell cooler canbe more effective with a full integration of the cooling powerconsumption process with the fuel cell power management control.

II. Power Storage/Hybrid Types:

1. Battery Cell:

Power stored by hybrid vehicle motor/generator is available to maintainsufficient charge in apparatus power storage. Air charge produced bymass airflow device may be used to maintain vehicle batteries at optimaloperating temperature. Power supplied by hybrid power storage cells atvariable high voltage levels may require voltage regulation, isolation,and conditioning to supply power to airflow apparatus power storagedevice. Positive pressure mass air flow provides combustion engine withadditional torque for acceleration when vehicle battery reserves aredepleted or to optimize combustion for recharging process. See FIG. 28.

2. “Plug-In” Hybrid:

Hybrid vehicles operated on electric power to the limits of batterycapacity are left without electric motor assist when batteries aredepleted. On-demand mass air flow provides for additional engine torqueas needed during such periods. See FIG. 29.

3. “Pure” Hybrid:

Hybrid applications in which an internal combustion engine is used onlyto provide electrical power to motor systems benefit from the ability toclosely control operating cycle of engine for maximum efficiency undervarying environmental conditions and fuel supplies. See FIG. 30.

While the present invention has been described in connection with theexemplary embodiments of the various Figures, it is not limited theretoand it is to be understood that other similar embodiments may be used ormodifications and additions may be made to the described embodiments forperforming the same function of the present invention without deviatingtherefrom. Therefore, the present invention should not be limited to anysingle embodiment, but rather should be construed in breadth and scopein accordance with the appended claims. Also, the appended claims shouldbe construed to include other variants and embodiments of the invention,which may be made by those skilled in the art without departing from thetrue spirit and scope of the present invention.

1. An apparatus for generating a high velocity mass air flow comprising:an air charging effector housing; an inlet allowing an air inflow toenter said housing; an outlet allowing an air outflow to exit saidhousing; an air charging effector subassembly rotatably disposed in saidair charging effector housing and connected to said output shaft of saidair charging motor; a power module subassembly that controls said aircharging effector subassembly; an intelligent control apparatussubassembly that controls operation of said apparatus; wherein saidapparatus generates a high velocity mass air flow.
 2. The apparatus ofclaim 1, wherein said high velocity mass volume of air comprises apressurized air flow at about 1000 torr and about 1,000,000 cm³/min. 3.The apparatus of claim 1, wherein said high velocity mass volume of aircomprises an air flow at about 28 g/sec.
 4. The apparatus of claim 1,further comprising a control feedback subassembly that uses measurementsto limit possible damage to said apparatus due to uncontrolled velocityor mass air flow.
 5. The apparatus of claim 1, wherein said apparatuspressurizes said air outflow, with a pressure above ambient, to fill anair output source volume that may comprise a fixed or variablecontainer.
 6. The apparatus of claim 1, wherein said apparatusdepressurizes said air inflow, with a pressure below ambient, toevacuate an air intake source volume that may comprise a fixed orvariable container.
 7. The apparatus of claim 1, wherein said apparatusis portable and provides for stand-alone operations without asubstantially fixed installation for the generation or storage of a highpressure air source.
 8. The apparatus of claim 1, wherein said apparatusis portable and provides for stand-alone operations without an externalpower source.
 9. The apparatus of claim 1, wherein said apparatusfurther comprises a compact form factor having an integral air chargingeffector and air charging motor housing that holds said air chargingeffector and said air charging motor, wherein said air charging motor ispositioned such that said intake air is drawn across said air chargingmotor.
 10. The apparatus of claim 1, further comprising one or moresensors emplaced in, around, or alongside one or more physical elementsof said apparatus for sensing one or more parameters of said apparatus,wherein data from said sensor(s) is communicated to said controlapparatus subassembly.
 11. The apparatus of claim 1, further comprisinga communications subassembly, wherein said communications subassemblycommunicates data from said sensors to said control apparatussubassembly.
 12. The apparatus of claim 1, wherein said controlapparatus subassembly further comprises one or more of: a control loop,a logic and decision making capability, sensor measurement, feedbacks,communications with an external application environment, eventsequencing, and/or control of said power module subassembly.
 13. Theapparatus of claim 1, further comprising an air intake subassembly andan air outflow subassembly, wherein said control apparatus subassemblycontrols an operation of one or more of said air intake subassemblyand/or said air outflow subassembly.
 14. The apparatus of claim 1,wherein said power module subassembly further comprises one or more of:an electrical storage device, a continuing electrical supply input, apneumatic power source, a chemical power source, and/or a thermal powersource.
 15. The apparatus of claim 1, further comprising: an aircharging motor subassembly having an output shaft; wherein said an aircharging effector subassembly is connected to said output shaft of saidair charging motor; and wherein said a power module subassembly controlssaid air charging motor subassembly.
 16. A method of generating a highvelocity mass air flow comprising: receiving a flow of air intakethrough an air inlet; controlling said air intake using an intakecontrol valve subassembly; sensing said air intake using an intakesensor subassembly; charging said air intake to form a high velocitymass air outflow using an air charging effector subassembly driven by anair charging motor subassembly; powering said air charging motorsubassembly from a power source module; sensing said high velocity massair flow exiting said air charging effector subassembly using an outflowsensor subassembly; controlling said air outflow using an outflowcontrol valve subassembly; expelling said high velocity mass air outflowthrough an air outlet; controlling one or more of said intake controlvalve subassembly, said intake sensor subassembly, said air chargingmotor subassembly, said power source module; said outflow sensorsubassembly, and said outflow control valve subassembly using anapparatus controller subassembly.
 17. The method of claim 16, furthercomprising pressurizing said high velocity mass volume outflow to about1000 torr and moving said high velocity mass volume outflow at about1,000,000 cm³/min.
 18. The method of claim 16, further comprising movingsaid high velocity mass volume at about 28 g/sec.
 19. The method ofclaim 16, further comprising: operating said an air charging effectorsubassembly at sub-optimal efficiencies in order to meet specificoperational needs; and providing power to said air charging motorsubassembly from a local power source that is independent of externalpower sources and that is under the direct control of said apparatuscontroller subassembly.
 20. The method of claim 16, further comprisingcommunicating with a remote or central location to communicate one ormore of operational, control, management, and sensory data.
 21. A hybridelectrical and combustion engine comprising: an air intake receiving aflow of air; an intake control valve subassembly in fluid communicationwith said air intake and controlling said flow of intake air; an intakesensor subassembly in fluid communication with said air intake andsensing said intake air; an air charging effector subassembly in fluidcommunication with said air intake, said air charging effectorsubassembly generating an outflow of air; an outflow sensor subassemblyin fluid communication with said air charging effector subassembly andsensing said outflow of air; an outflow control valve subassembly influid communication with said air charging effector subassembly andcontrolling said outflow of air; an air intake manifold in fluidcommunication with said air charging effector subassembly; a combustionengine in fluid communication with said air intake manifold; a hybridmotor/generator coupled to said combustion engine, wherein torqueproduced by said combustion engine is passed to said hybridmotor/generator; a power storage component electrically coupled to saidhybrid motor/generator, said power storage component storing electricpower created by said hybrid motor/generator; an apparatus power storagecomponent electrically coupled to said power storage component; an aircharging motor subassembly electrically coupled to said apparatus powerstorage component, wherein said stored electrical power is deliver tosaid air charging motor subassembly via a power source module; whereinsaid air charging motor subassembly is coupled to and powers said aircharging effector subassembly; and a controller subassembly forcontrolling one or more of: said intake control valve subassembly, saidintake sensor subassembly, said outflow sensor subassembly, said outflowcontrol valve subassembly, said combustion engine, and said power sourcemodule.
 22. The hybrid electrical and combustion engine of claim 21,further comprising a sensor and control data flow between saidcontroller subassembly and said power source module, wherein a powerflow from said power source module to said air charging motorsubassembly is regulated by said controller subassembly by means of saidsensor and control data flow.
 23. The hybrid electrical and combustionengine of claim 21, further comprising one or more of: a control dataflow for said intake control valve subassembly, a control data flow forsaid intake sensor subassembly, a control data flow for said outflowsensor subassembly, and a control data flow for said outflow controlvalve subassembly.
 24. The hybrid electrical and combustion engine ofclaim 21, further comprising a control and data interface, wherein saidcontroller subassembly monitors an operation of said combustion enginethrough said control and data interface and modulates power delivery tosaid air charging effector to optimize said combustion engine combustioncycle.
 25. The hybrid electrical and combustion engine of claim 21,wherein said controller subassembly controls the operations of saidhybrid electrical and combustion engine according to dynamic or presetoperations.
 26. The hybrid electrical and combustion engine of claim 21,wherein one or more of: said intake control valve subassembly, saidoutflow control valve subassembly, said intake sensor subassembly,and/or said outflow sensor subassembly may be excluded and/or anintegral part of an existing intake air management system.
 27. Thehybrid electrical and combustion engine of claim 21, further comprisinga power regulator electrically connected between said power storagecomponent and said apparatus power storage component, wherein said powerregulator conditions and/or regulates electrical power before flowinginto said apparatus power storage component.
 28. An apparatus forgenerating a high velocity air flow comprising: an air charging effectorhousing; an inlet allowing an air inflow to enter said housing; anoutlet allowing an air outflow to exit said housing; an air chargingeffector rotatably disposed in said air charging effector housing; apower module that controls power to said air charging effector; acontrol apparatus that controls operation of said air charging effectorto condition the output air of said air charging effector into said highvelocity air flow in accordance with a desired operating profile andcontrols operation of said power module to manage power consumption ofsaid air charging effector in accordance with said desired operatingprofile.
 29. The apparatus of claim 28, further comprising an internalcombustion engine, said internal combustion engine comprising: an intakemanifold for receiving the compressed air outflow, said intake manifoldin fluid communication with at least one cylinder of said internalcombustion engine; and an engine electronic control unit incommunication with said control apparatus, wherein control signals aretransmitted between said engine control unit and said control apparatusto adjust the speed of the air charging motor in order to supply thehigh velocity air flow to said internal combustion engine.
 30. Theapparatus of claim 28, further comprising a control feedback subassemblythat measures said air inflow and/or said high velocity air flow andprovides measurement inputs to said control apparatus for using inadjusting operation of said air charging effector.
 31. The apparatus ofclaim 28, wherein said high velocity airflow has a pressure aboveambient and is provided so as to fill an air output source volume of afixed or variable container.
 32. The apparatus of claim 28, wherein saidhigh velocity airflow has a pressure below ambient and is provided so asto evacuate an air intake source volume of a fixed or variablecontainer.
 33. The apparatus of claim 28, wherein said apparatus isportable.
 34. The apparatus of claim 28, wherein said air chargingeffector housing has a compact form factor having an integral aircharging effector and air charging motor housing that holds said aircharging effector and an air charging motor, wherein said air chargingmotor is positioned such that said intake air is drawn across said aircharging motor for cooling said air charging motor.
 35. The apparatus ofclaim 28, further comprising one or more sensors emplaced in, around, oralongside said air charging effector and/or said power module so as tosense air flows and/or ambient temperature and communicates measuredvalues to said control apparatus.
 36. The apparatus of claim 28, whereinsaid control apparatus further comprises means for communicating with anexternal application environment.
 37. The apparatus of claim 28, furthercomprising an air intake subassembly and an air outflow subassembly,wherein said control apparatus controls operation of said air intakesubassembly and/or said air outflow subassembly.
 38. The apparatus ofclaim 28, further comprising: an air charging motor having an outputshaft, wherein said air charging effector is connected to said outputshaft of said air charging motor, and wherein said power module controlsapplication of power to said air charging motor.
 39. A method ofgenerating a high velocity air flow comprising: receiving a flow of airintake through an air inlet; controlling said air intake using an intakecontrol valve; sensing said air intake using an intake sensor; chargingsaid air intake to form a high velocity air outflow using an aircharging effector driven by an air charging motor; sensing said highvelocity air flow exiting said air charging effector subassembly usingan outflow sensor; controlling said air outflow using an outflow controlvalve; expelling said high velocity air outflow through an air outlet;and controlling one or more of said intake control valve, said intakesensor, said air charging motor said outflow sensor, and said outflowcontrol valve so as to condition said air outflow in accordance with adesired operating profile.
 40. A hybrid electrical and combustion enginecomprising: an air intake receiving a flow of intake air; an intakecontrol valve in fluid communication with said air intake andcontrolling said flow of intake air; an intake sensor in fluidcommunication with said air intake and sensing said intake air; an aircharging effector in fluid communication with said air intake, said aircharging effector generating an outflow of air; an outflow sensor influid communication with said air charging effector and sensing saidoutflow of air; an outflow control valve in fluid communication withsaid air charging effector and controlling said outflow of air; an airintake manifold in fluid communication with said air charging effector;a combustion engine in fluid communication with said air intakemanifold; a hybrid motor/generator coupled to said combustion engine,wherein torque produced by said combustion engine is passed to saidhybrid motor/generator; a power storage component electrically coupledto said hybrid motor/generator, said power storage component storingelectric power created by said hybrid motor/generator; an apparatuspower storage component electrically coupled to said power storagecomponent; an air charging motor electrically coupled to said apparatuspower storage component, wherein said stored electrical power is deliverto said air charging motor, wherein said air charging motor is coupledto and powers said air charging effector; and a controller forcontrolling one or more of: said intake control valve, said intakesensor, said outflow sensor y, said outflow control valve, and saidcombustion engine in accordance with a desired operating profile. 41.The hybrid electrical and combustion engine of claim 40, furthercomprising a sensor that detects power usage of said air charging motor,wherein said controller regulates power usage of said air charging motorin response to the detected power usage and said desired operatingprofile.
 42. The hybrid electrical and combustion engine of claim 40,wherein said intake control valve, said outflow control valve, saidintake sensor, and/or said outflow sensor are incorporated into apreexisting intake air management system.
 43. A method of generating aconditioned air flow, comprising: receiving a flow of intake air throughan air inlet; sensing said flow of intake air using an intake flowsensor; adjusting said flow of intake air upstream of said intake flowsensor whereby a volumetric flow rate of said flow of intake air is setby an air intake control signal received from a control apparatus;charging an adjusted flow of intake air to form a conditioned airoutflow using an air charging effector driven by an air charging motor;controlling the air charging motor with a motor control signal derivedfrom a desired operating profile by the control apparatus so as tomanage the speed of said air charging motor to condition the airoutflow; powering said air charging motor from a power source modulethat manages power consumption by the air charging motor based on apower control signal received from the control apparatus; sensing theconditioned air outflow exiting said air charging effector using anoutflow sensor; controlling said conditioned air outflow using anoutflow control valve controlled by a valve control signal derived fromsaid desired operating profile by the control apparatus in response tooutputs of said outflow sensor.
 44. An apparatus for controlling thegeneration of a conditioned air flow comprising: an air inlet forreceiving a flow of intake air; an intake flow sensor that senses saidflow of intake air and provides a first sensing output; an intakecontrol valve that adjusts the volumetric flow rate of intake airupstream of said intake flow sensor, in response to an air intakecontrol signal to form an adjusted flow of intake air; an air chargingeffector that conditions said adjusted flow of intake air to form aconditioned air outflow; an air charging motor that drives the aircharging effector in response to a motor control signal so as to managethe speed of said air charging motor to condition the air outflow; apower source module that powers said air charging motor and managespower consumption by the air charging motor based on a power controlsignal; an outflow sensor that senses the conditioned air outflowexiting said air charging effector and provides a second sensing output;an outflow control valve that controls said conditioned air outflow inresponse to a valve control signal; and a control apparatus thatgenerates said air intake control signal, said motor control signal,said power control signal, and said valve control signal based on adesired operating profile and said first and second sensing outputs. 45.An apparatus for controlling the generation of a high density air flowcomprising: an air inlet for receiving a flow of intake air; an intakeflow sensor that senses said flow of intake air and provides a firstsensing output; an intake control valve that adjusts the volumetric flowrate of intake air upstream of said intake flow sensor, in response toan air intake control signal to form an adjusted flow of intake air; anair charging effector that pressurizes said adjusted flow of intake airto form a compressed air outflow; an air charging motor that drives theair charging effector in response to a motor control signal so as tomanage the speed of said air charging motor to condition the airoutflow; a power source module that powers said air charging motor andmanages power consumption by the air charging motor based on a powercontrol signal; an outflow sensor that senses the compressed air outflowexiting said air charging effector and provides a second sensing output;an outflow control valve that controls said compressed air outflow inresponse to a valve control signal; and a control apparatus thatgenerates said air intake control signal, said motor control signal,said power control signal, and said valve control signal based on adesired operating profile and said first and second sensing outputs. 46.The apparatus of claim 45, wherein the air effector compresses theadjusted flow of intake air to form an air outflow at a pressure aboveatmospheric pressure.
 47. The apparatus of claim 45, further comprisingan internal combustion engine, said internal combustion enginecomprising: an intake manifold for receiving the compressed air outflow,said intake manifold in fluid communication with at least one cylinderof said internal combustion engine; and an engine electronic controlunit in communication with said control apparatus, wherein controlsignals are transmitted between said engine control unit and saidcontrol apparatus to adjust the speed of the air charging motor in orderto supply a compressed air outflow to said internal combustion engine.48. The apparatus of claim 47, wherein the power source module has asource of power independent from a vehicle in which said apparatus ismounted.
 49. The apparatus of claim 48, wherein said apparatus is placedproximate a battery compartment in a hybrid vehicle.
 50. The apparatusof claim 49, wherein said air charging device generates a heated airflow.
 51. The apparatus of claim 50, wherein said heated air flow iscirculated in said battery compartment to heat a hybrid vehicle battery.52. The apparatus of claim 47, further comprising an intercooler locateddownstream of the outflow control valve, wherein said conditioned airoutflow is directed through said intercooler to cool the air flow. 53.The air charging device according to claim 52, wherein said cooled airflow is circulated in the battery compartment of said hybrid vehicle tocool at least one electric battery in said battery compartment.
 54. Anair charging device for inflating or deflating a flexible membranecomprising: an air inlet for receiving a flow of intake air; an aircharging effector that increases the volumetric flow rate of intake airto form a high velocity air outflow; an air charging motor that drivesthe air charging effector in response to a motor control signal; acontrol apparatus that generates said motor control signal so as tomanage the speed of said air charging motor; and an air outlet thatprovides said high velocity air outflow to said flexible membrane. 55.The air charging device according to claim 54, wherein said air chargingdevice is portable.